IFATCA The Controller - 3rd quarter 1999 by IFATCA

THECONTROLLER JOURNAL

·-·

AlR

TRAFFlC

CONTROL

Simulation

CNS/ATM

CANSO

Paris Air Show

3/99 3rd quarter 1999 volume 38 ISSN001() 80 7 3

PUBLISHER IFATCA, Internationa l Federation of A ir Traffic Controllers' Associat ions. See bottom of page 4 fo r cont act addre ss.

THE CONTROLLER JOUR

EXECUTIVE BOARD OF IFATCA

NA L OF

A IR

TRAF FIC

CONTROL

Samuel Lampkin President and Chief Executive Officer

Paul Robinson Deputy President

ln This lssue

Jean Robert Dumfries Executi ve Vice President Ame ricas

Foreword Paul Robinson, Deput y Preside nt

BEST Simulator A design for the next generation of simulators by Tom Howard -Jones

A Manp ower Workshop Philippe Doma gala reports

The New Airbus - A340 - S00/600 Series Daniel Casanova reports on their statistic s

Albert Taylor Execu tive Vice-President Africa/ Midd le East

Philip Parker Executive Vice- President Asia/Pacific

Marc Baumgartner Exec utive Vice- President Europe

John Redmond

in Luxembourg

Executive Vice-President Finance

Martyn Cooper Executive Vice-Preside nt Professional

Andrew Beadle Execut ive Vice-President Technical

Terry Crowhurst Executiv e Board Secretary/ Edito r

Tel. +44 (0) 1293 784040

Daniel Oudin Retires

CANSO Patrick Schelling reports on the relationship between IFATCA and CANSO

Fax. +44 (0) 1293 771944 email: ed @ifatca .org

CMG CHAIRMAN AND ACCOUNTS

Region

Distance Learning Course for Aviation Professio nals A programme by the Singapore Avia ti on Academ y and Massey Un iversity

Terry Crowhu rst, Horl ey, Surr ey, RH6 9XH, United Kingdom .

of CNS/ ATM in the Asia/Pacific

19 EDITOR 29 Heritage Lawn, Langshott,

Future Developments

A presentat ion given by Paul Robinson in Taiwan

Y2K or the Millennium

Bug

An IFATCA statement

Edge Green O .B.E. 4 The Rookery,

The Paris Air Show A joint report from Daniel Casanova and Philippe Domagala

email: cmg@ifatca.org

Conference

2000

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Forms United Kingdom

2000

September 1999 Volum e 38 No 3

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Advertisers in this issue Airsys ATM, Breitling, Crimp, Mil ler Freeman, Raytheon, Schmidt.Singapore Aviation Academy.

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CONTRIBUTING

EDITORS

Photographs T. Crowhurst, P. Doma gala, D . Casanova. Airbus, lndust rie, Boeing & Micro nav.

Copy Editors Lucy Leveson, Harry Cole Cover Best in Operation - See article on page 6 .

Patrick Schelling, Ch. Sur le Mou lin, 1261 Le Vaud, Switze rland .

Cartoon Ken Tully

Tel +41 (0) 22366 2684 Fax +41 (0) 22366 4305 Philippe Do magala, tv\erelstraat 5. NL 6176 EZ Spaubeek . The Netherland s. Tel +31 (0)46 4433564 Fax +31 (0)43 366'1541

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Issues are usually pub lished at the end of March, June, September and December. Subscription rates for 1999 Volume 38, four issues are CHF 36 per annum, plus postage & packing. Order Form - page 34. A reduced rate is available on req uest for bona fide Air Traffic Controllers M agazines are dispatched using priority airmail wor ldwide UK delivery 2-5 days 6 CHF Europ e de livery 2-5 days 9.5 CHF Rest of Wor ld delivery 5-7 days 12 CHF Payment can be mad e by cheque or bank transfer in Swiss francs , or for ind ividual subscriptions by visa/mastercard in pounds sterling. Further information available from the Subscript ion Manager : Steph Simmonds , Five Robins, Little V igo, Yateley, Hampshire , GU46 6ES, U.K. Tel : +441252 860736 • Fax: +44 1252 860737 • e-mail : subscribe@ifatca.org • web site: www.ifatca.org

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1HI:: CONTROLL ER

IssuesAppear End of March, lune. September. December Contributors Are Expressing Their Personal Points of View and Opinions. Which May Not 1eccssaril1 Coincide With Those of The International Federa11 on of Air Traffic Conlrollers· Assoc1at1ons. IFATCA !FATCA Does No1AssumeRespo11s1 bilH) Fo1Statements Made andOp1n1 ons Expressed, it Accepts Respons1b1 l1ty For Publis hing These Contributions Contributions AreWelcome asAre Commentsand Cr1t1c1sn1 No Pa\men1car be Made For Manuscnprs Submnted For Publ1 cat1on 1n The Controller The Editor ReseNes The R1g h1 10 Make Any Ednonal Changes "' ManuscriplS Wh c~ he BelievesW ill Improve The Material W ithout Altering The Intended Meaning Written Permissionb\ The Editor s NecessaryForReprintingAn\ Part01 Thie,Journa1

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lFATCA - 40th anniversarystory It has been decided to present an historical perspective of IFATCA in boo k form for th e Federat ion's 40th Anniversary in 2001. Information is now being collected for this task. Contr ibutions of an historical nature , photographs, interesting / humourous anecdotes , recollections/ reflections, supplementary papers etc. are invited. If you can contribute in any way, please contact or send relevant material (not photographs in the initial instance) and information to : Bernhard Ruet hy

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If ii

CONTROLL ER

Foreword ..It's life Jim, but not as we know it." Paul Robinson, Deputy President n the Foreword for the last issue of our magazine, President Sam Lampkin noted that professionally we live in changing times. Primarily he was referring to the rapidly approaching implementation of the CNS/ ATM concept, which will be the major new initiative for controllers at the beginning of the 21st century. However CNS/ ATM is not solely responsible for our feelings of unease with the pace of change. Another concept, which has gained significant adherence in many countries in recent years, is the removal of air traffic services pro viders from the public service and the direct control of the government. The growing importance of aviation in the economy of states has led to a desire to move the cost of improving and upgrading these services from the government to the private sector, which in turn has seen the incorporation of the service provider in various forms of cost-recovery or profit-oriented entities operated at arm's length from government . Many of these organisations have continued to be solely or partly owned by government, but with a mode of operation reflective of private-sector style and management practices . This has generally been described as the 'commercialisation' of air traffic control, with an underlying implication that the profession never had to operate under financial restraints in its former life within government - a concept I am sure many would hasten to disagree with. Typically, the degree of government involvement in these new entities has been confined to protecting the national interest through the creation of Boards of Directors with 'business' expertise to oversee the operation, coupled with a government-controlled regulatory authority to set and maintain safety-oriented performance requirements. In our experience, there have been results both good and bad, from this process, some of which were predictable and some not. It appears that most new corporations (which is the form of many of these new entities) have tended to follow a similar path. Chapter 1 page 1 of the text on 'How to Mutate a Department of Government into a Tight, Right, and Real Organisation' starts with changing the culture . The mantra is 'everything done previously is wrong, and must be changed' . This tends to include items such as shift and rostering practices, appointment and promotion processes, remuneration arrangements, management and reporting structures, and contract coverage . In our experience to date, there seems to have been a fundamental conflict between the new financially-driven managers and the incumbent safety-driven staff. Coupled with this is the pressure on the new entities to decrease their charges quite early in their life to prove their effectiveness to the politicians and other participants in the industry . Thi s external pressure inevitably translates into internal pressure, which usually impacts upon staff, who are seen by many of the new managers as liabilities rather than assets. Clearly there are differences in objectives between the public service and the private sector, but in the normal course of events and given sufficient time, it is reasonable to expect that these differences could be resolved . Our experience to date indicates that this is not happening, or only occurs after some reasonably severe repositioning by one or other group . The ATC staff of the new corporation have a profes sional commitment to the ICAO objective of safety They do not readily identify w ith the 'bottom -line' culture imported by the new management. The profe ssion al staff realise that safety at any cost is not sustainable, but the new managers seem slow in bringing their minds to bear on the reality of their core business - that it is a safety service. Unfortunately it seems a common theme that the relationship bet wee n the 'wealth-creators' (the controllers) and the 'wealth-dispensers' (management) steadily deteriorates as a result of the conflict of objectives and ph ilosophies. We have some members who have embarked upon dire ct industrial action for the first time ever, subsequent to the ir move into the new commercialised structure. We doubt that this is the outcome that was hoped for by either party when t he dec ision to re-structure was made. Another potential area of conflict is th e definition of 'customer' Many of the new managers rate the satisfaction of customer service as a major goa l, w hich is a concept that most of us can understand and accept. However management seem to view the airlines as the customers because they pay fo r the service w hich the controllers provide . There fore the airlines get a major say in the leve l, and nature , of the service provided at different locat ions . On the other hand , many controllers fee l that the travelling public is t he real

1 Hl:: CONTROLLER

customer through the payment for their seat, which incorpora tes the cost of the separation service. Surprisingly few of these customers are asked what level of safety service they consider appropriate when they enter the aeroplane to travel from one location to another. Companies which assert that passengers are not interested in, and do not understand the economic aspects of aviation safety are being condescend ing and patronising toward this most important group. The new commercial structures should assist staff with the resolution of professional and technical issues through their ability to deal directly with the decision-makers in their management . No longer do controllers have to watch the results of agreements made with public-se rv ice management being flatly rejected or significantly reduced by a politica l incumben t who is following a policy mandated by pressure from other political party-members. However an unpredicted outcome experienced to date in the new environment has been the 'passing parade' of faces at the management level. Many new managers have no long-term commitment to the enterpr ise, to them it is simply another line on their CV. This leads to an outcome of a lack of institutional knowledge among management, wi th controller advocates having to re-explain technical and professiona l issues to each new face every time they sit down to the bargaining table. Among the better outcomes has been greater commitment by the new corporations to the purchase and installation of new technology. Removal of these entities from the restricti ons of government procurement procedures generally seems to have provided better and more rapid access to funding for new equipment such as up-dated radar technolog y and STCA. Howev er we know of at least two commercialised service providers who have exerted pressure on their ATC staff to accept new equipment which has not been proven to meet the required standard operationally. Such pressure is inconsistent with the primary objecti ve of safety. Another benef it has been the separation of the regulatory functions from the prov ider of the service. Providing the regulator with both statutory and practical independence to deal with competing interests in the indust ry should create better outcomes for both the operators and the travelling public. An unpredic ted outcome is the requirement incorporated by one ATS provider in its ATS Manual that staff can w ithhold a clearance to an aircraft on instructions from their Manager This was included for the purpose of preventing the operation of aircraft w here the owner/operator has failed to pay their Airway charges. Finally one outcome wh ich is further exp lored in this issue of The Controller is the birth of CANSO , an um brel la organi sation w hich provides a platform for commercial ATS providers to promot e the ir goals. While CANSO itself does not have the promotion of competi tion between ATS providers as a goal, clearly some of its members do. Mr Dieter Kaden , CEO of the DFS (which is the ATS prov ider in Germany and a founder participan t in CANSO) has stated that there is no room for monopolies in the world . Howev er he appears comfortab le w ith joining an alliance of reg ional air navigation service prov iders to control European airspace, wh ich if not a monopol y could be seen as a cartel. Mr Kaden is a strong promoter of commerc ialisation and IFATCA respects, but does not necessarily agree w ith , his views. What is the Federation 's view on commercia lisation ? We wi ll have an opportunity to articulate this at the International Labour Off ice's sy mpos ium on privatisation in the transport sector later th is year. At present our view is that the safety and quality levels of the ATS system shall not be compromi sed by commercialisa t ion. Our concern is 'has making a profit become mor e import ant in these new structures than maintaining safety 7 ' Some CEOs clearly see the provision of air traffic services as a business . They que ry 'W hy risk capital in a business unless you intend to make a profi \7' So the con fl ict between providing a service for the purpose of meet ing publi c safety expectations, and for creating an opportun ity to make a profi t. remain s. IFATCA does not have a problem if a pro vider makes a profit w hile pursuing the enhancement of safety, but remains uncomfortab le w here making a prof it is the prima ry objective . As Spock used to say "It's life Jim , but not as we know it".

ATC Simulators A Design For The Next Generation Of ATC Simul ators Tom Howard-Jones - New Business Director, Micro Nav Ltd

Contents Int roduction

Illustrations An overview of the software

architecture

T he Ph ilosophy and Goals U ser Requ irem e nts

The importance of v iews and interfaces

T h e Design So ftw are Architecture

The nature and scope of the interfaces

Int e rf aces Im p lementation

Controllers

display - operational

man machine

interface

C ontr o ll er Fac ilit ies Pseudo-P ilot Faci liti es

Pseudo - pi lots d isplay - command

interfaces

Su pe rv isor Facilit ies Engi n eering and Research Ap pl ic at io ns

Sup erv isor d isplay - exe rcise control

and scripting

facilities

N ew Featu res and Benefits St atu s

The new BEST ATC training

operations

room

Co m pany Background The new BEST ATC simulator

INTRODUCTION Early in 1998 Micro Nav Ltd in the UK set t hemselves t he task of designi ng and producing the next ge neration of air traffic control simulators. This article gives an overv iew of t he process and the results. It gives details of t he archite cture, the imp lementation, the new features and benef its and ends w ith a report on the current status of the products The wo rk builds on M icro Nav·s 10 year exper ience of designing, develop ing and supporti ng simu lators for the leading ATC authoriti es around t he wor ld . The com pany's next generat ion of ATC simulators has been given the family name of 'BEST' because the y are designe d to deliver all that the user needs fr om the Beginning to the End for Simulation and Training BEST pionee rs new software t echniques and exploits the cont inuing advances in PC technologies to give new levels of affo rdability, versatilit y and realism. THE PHILOSOPHY AND GOALS The ph ilosop hy of t he approac h is to try to meet users' requirement s in

t he most attract ive, sustainable and commercia lly viable way possible. The many impacts on training of the problems facing the ATC industry and the ensuing requirements of those concerned about training were examined. These were distilled and posed as traceable, objective design requirements. The top level goals were ident if ied as the need to make ATC simulation more accessible by improving • affordab ility • versatility • realism . Each of these high level goals was broken down int o layers of design requ irements to be met by design , technical and commercial impl ementations

system in use

USERREQUIREMENTS The user requirements stem from the following problems and the industry's attempts to deal w ith them : the chronic international shortage of air traffic controllers; the rapid geo-political and economic changes and the inexorable growth of air traffic around the world. The shortage of controllers means that there is a shortage of instructors. The growth in traffic means that on job training and validation is becoming ever more time consuming and difficult. ATC t raining is labor intensive and lengthy. Training is expensive. Training programs find it difficult to respond quickly to demands to increase intake and output. Atte mpts to accommodate growing traffic leve ls by introducing new technologies, new procedures and new ATC facilities need added conversion training with the staff and systems to deli ver it. The methods of selection and testing are being impro ved - and the benefits of including simulation are being evaluated . Moves towards continuous assessmentand earlier testing of practical aptitudes require more and better systems - including simulators . The introduction of new safety standards including regular competence checks demand more resources. Monitoring the ability of controllers to deal with emergencies and unusual situation s benefits from the w ider use of simulators. Similarly, the desire to impro ve integr ated team training and performance benefits from the use of simulation facil ities . The requirements of those concerned w ith training and, in particular, of those responsible for delivering training, arise from the prob lem s faced by the indu stry. The users wish > • To reduce the costs of simulator acquisition and ownership • To reduce the costs of tr aining • To impro ve the realism of training • To red uce the time taken for training and v alidation • To pass more student s w ithin the limited in str uctor and resource levels

11 11 CONTROLLER

ATCSimu ators • To reduce the workload on instructors, pseudo-pilots and key support staff • To increase the total training capacities of the organizations • To improve the availability and quality of simulation support for all phases of training • To deliver simulation closer to the workplace • To reduce validation time by increase competency before entering OJT • To deliver training that will meet the demands of the new technologies, operations and work loads some years into the future • To reduce the numbers and costs of failures • To improve the teamworking of the operational ATC system • To increase the efficiency of transferring training into operations Objective, measurable design objectives were derived from these requirements. The design and implementation of the new simulators and the benefits they give can be traced directly to one or more of the identified driving market requirements .

THE DESIGN The requirements were analyzed and broken down into relational layers of design objectives. Implementation topics were defined and mapped onto the objectives. In some cases the same implementation topic contributes to satisfying more than one goal. Topics that improve versatility also improve cost effectiveness . Facilities that give users access and development capabilities reduce costs while they also improve realism and increase versatility.

THE SOFTWAREARCHITECTURE An overview of the software architecture is shown in Fig 1. All the simulation data is held in a relational database that incorporates library facilities for key items such as flight plans. Sets of data can be created and recalled . For example: traffic samples for selected times and locations can be produced. The internal communications use understandable messages. This simplifies and improves: recording; scripting; diagnosis; maintenance and interfacing with other systems and sources of data. The data preparation facility interacts w ith the datab ase. The output of the associated script editor is incorporated w ith the simulation run files produced by the database . The database outputs intermediate files defining the airspace, the exercise and the weather scenarios for the simulation engine to run . Commands are passed around the network . They are record ed to data files for replay, analysis and recover y purposes. They are also used as the source for the script editor when a set of scripts is produced from the results of a development run . The ATC simulation engine provides the links for the manmachine interfaces (MMI) . A wide range of diff erent displays, devices and sub-systems can be run at the same tim e. New interfaces can be created and added to the library of option s using an open interface, available to the user.

INTERFACES It is very important that the new gener ation of simul at ors can be customised easily and affordabl y to run w ith a w ide range of user view s and system interfaces. The scope of t he likely views and interfaces is indicated in Fig 2.

THE CONTROLLER

...

The design gives easy access fo r runn ing w ith diff erent display media and simulation sub-systems. The t op level areas where access is provided are:• Importing and adapting existing simulat ion data • User access to the database • User development of MM ls • Selection from multiple MMls • Interaction with other computer systems and simulato rs

THE NATUREAND SCOPEOF THE INTERFACESARE IND/CA TED IN FIG 3. Existing data from other simulato rs or develo pme nt syst ems can be imported into the database via t ailored parser software. The scripting facilities and the database tools can be used to adapt and refine the data as needed. The user has access to the database and its fac ilities. The data definitions are available and maintain ed . The user can make globa l changes, carry out queries and produce report s. The effects of the simulations can be v iewed simultaneous ly in different w ays appropriate t o t he role of the viewer. Thus procedural, radar and visual contro l can be integrated comple te with flight data displays, specialized radar d isplays, graphics and 3D visuals . The users can develop t heir own MM ls - both for traini ng and for operational development work. The data interfaces are defined and maintained . The results are added to the set of display opt ions from w hich the users can select The ATC engine is also capable of driv ing a w ide range of soft w are and physical interfa ces for other simulators and simulation sub-systems.

IMPLEMENTATION The simul ator runs under Windows (95/98/N T) on any Windo w s-com patible PC and uses resilient. integrated netwo rking. Each PC supports the use of mult iple screens with a choic e of resolut ions including 2Kx2K. The increased, continuou s 'gl ass real estate' can be used in many ways to increase flexibilit y. Diffe rent radar views of t he ATC situation can be manipulate d and wo rked on th e screens; supplemen tary data disp lays can be presente d and auxiliary touch input devices can be emulated . A ny PC can be selected to perform any role - studen t control ler, pseud o-pi lot, superv isor, data preparation, self-teach and so on . Th e network can be configured into multiple circuits Each circuit can run a different simultaneou s simulation and exercise . An y spare posit ions can be used stand-alone; the y can join any runnin g exercise at w ill or they can be held as hot spares ready to pick up at any time . A ll t he exerc ise runs are recorded . The results can be saved as requi red. If t he run is interrupted , the record ing faciliti es enable th e system to recover quickl y and accurately These hot-spare and software recovery abilit ies reduce lost training tim e. Record ings are complete and self-contained, so rep lays w ill always work - regardless of any changes in the airspace or exercise whic h may later occur. The recordings are archived to a conve nient f ile size so that Internet communicat ions can be used for diagnosis, trou bleshooti ng and debugging A ll pilot and superv isor inp uts are recorded . A script ed ito r allows t hese inputs and other commands to be manipulated easily t o create t he script fi les for the airspace, the exercise and t he weather . The powe rful script concept enables the standard data

ATC Simulators preparation tools to be kept simple and efficient - while allowing unusual or specialized simulations to be created easily. This approach is very useful when interpreting and running data from other simulators . The simu lator has separate ATC (RDP & FDP) and Aircraft views of the simulated environment . This supports advanced activities and training in dealing with real-world problems of loss of syn chron ization between flight planned and actual events. The fl ight data modules give full flight strip printing and ranges of electronic flight data displays.

CONTROLLERFACILITIES- OPERATIONALMM\ A libra ry of MM ls will become available which may be supplied to all users. Different MMls can be run in the same simulation. Users will be able to develop and evaluate their own MM ls to suit their training needs or to support their operational developments. M any choices of MMI can be pro vided - simple generic, monocolor, curs ive , PAR, GMC, DFTI, ODS, ODID and so on. A n example of a controller radar display is shown in Fig 3. It is a f ull-color, modern, Windows-based display. The controller can opt to show a DF instrument complete with mode and freque ncy selections. A set of display management tools is accessed through the icons in t he upper tool bar. An aux iliary radar window with full indepe ndent displa y cont rols and dy namic performance can be opened - and positioned anyw here on the available glass. One-t ouch sw it ching bet w een zoomed vie w s and different range settings giv es better insight and quicker working. The compl et e colo r set up of the displa y can be manipulated and saved to suit individ ual pr ef erences . Some of th e new ope rat ional displa y working techniques are prov ide d, such as: direct selection of fields w ithin data block labels; d rag and place aircraft labels and pull out elastic range and bearin g measures for aircraft . PSEUDO-PILOT FACILITIES- COMMAND INTERFACES A n example of a pseudo-pilot displa y is show n in Fig 4 . The pseudo -pilot has most of the displ ay fe atures and tools used by t he contro ller. In addition t he pseudo-pilot has all the aircraft interroga tion and control tools needed. The f ig ure show s the aircraft control wi ndo w w ith one of the d rop-down comma nd d ialogue s fo r a particular set of activities. It also shows th e list of assumed aircraft w ith their key dynamic values. The pilot can w ork w ith t he key board , the mou se or w ith a combinati on t o suit t heir pref erences . A n aircraft can be selecte d : by t he key letter in the aircraft list via the keyboard; by t he radar head symbol or by t he data f ield in the aircraft label using t he mouse. The comm and and informat ion dialogue s are adaptive and inte llige nt. They respo nd to th e ATC sit uat ion, t he state of the aircraft, the perfo rm ance capabilit ies of t he aircraft . They ant icipat e t he next most like ly co ntro l act ions. The pseud o- pilot actions are opt imized for fast, minimum-action keyboard and mo use work ing . We are f ind ing that previously diehard keyboa rd users can work faster w it h t he new interfa ce and are even beg innin g to combine mouse and keyboard actions to get t he best of both. New opera t ors , part icularly st udent cont rollers who are used to using com put ers, like t he intu itive po int and click mouse interface.

Deferred commands and chained commands can be input quickly. The aircraft responses are given in correct R/T phraseology and are automatically updated if they become overtaken by events.

SUPERVISORFACILITIES- EXERCISECONTROL AND SCRIPTING An example of a supervisor display is shown in Fig 5. The supervisor has all the facilities of the pseudo-pilot. In addition the supervisor has powerful facilities for controlling the exercise environment and for managing the simulation session . The figure shows the dialogue through which the supervisor controls the running of the exercise and the window which can be opened to view all the inputs as they are made and recorded . It also shows the window that can be opened to view an automated list of all the active aircraft and their levels - which is used for airspace management and for role playing associated ATM services. ENGINEERINGAND RESEARCHAPPLICATIONS The capacities and fidelity of the design will meet the needs of ATC engineering and research applications for simulation. The design offers new facilities for the economic simulation support of the design, evaluation, proving and conversion training needed for operational ATC developments. • The simulation developments include:• flexible support of multiple integrated screen displays; • user accessto system data and simulation results; • user facilities for man-machine interface development and testing; • fast time (up to 30x) and time jump, and • powerful interfacing features for driving operational equipment and co-operating with third-party software tools. The applications include: engineering testing; capacity proving; MMI development and evaluation; ATC operation evaluation and refinement, and conversion training. NEW FEATURES& BENEFITS-THE RESULTSOF THE PROJECT Some of the new features and benefits produced by the project are summarized below. • Windows-based controller MMls match the new operating standards • Multiple screen working for radar and flight data displays. • Choice of display sizes and resolutions including 20-inch square at 2K x 2K. • Fast pseudo-pilot commands optimised for both keyboard and mouse • Linked, intelligent, adaptive dialogues give greater pilot capacity and efficiency. • Self-teach computer aided training tools reduce course times and costs • New scripting and control tools increase scope and reduce workloads. • Advanced high-fidelity simulation of the ATC world • Outputs of simulations can be viewed in different ways simultaneously - for integrated procedural, radar and to w er control • Previous user investment in simulation data is protected • Users given the benefits of developing their ow n controller display interfaces. • Users given the benefits of w ork ing w ith the database of simulation and training data.

111, CONTROLL ER

THE PRINCIPLES OF AVIATION In th e d emandin g wor ld of aeronaut ics, eve ry sin gle component must b e offici ally appro v ed and certi fie d . We a p p ly the same princ ipl e to the m anufacturing of ou r w ri st ins tru m en ts. Our m ove m ent s meet all the pr ecision an d re liability criteria requir ed to obt ain chronometer certific ati on . Moreover , everv last d etail of our watches is designed fo r int en sive u se . On e simpl y d oes not become an av ia tion suppli er by chance.

THE ESSENCE OF BREITLING AEROS PACE . Quartz

electronic d1.ronograph with combined analog and di gital tin1e display. This multihmction wrist instrum en t is crafted in titanium , a mat er ial wide ly used in modern a\ 'iati on app licat ions .

..~..

BREIT

LING

1884

TI I[ CONTROLLER

ATC Simulators THEUKNATSNERC

STATU S

BESTis also being considered by the UK NATS for use in the

Product DevelopmentProgram The BESTProductFamily

Available

construction of exercises for the support of the controller conversion training program for the New En-Route Centre at

Area Radar Control Simulator

NOW

Approach Radar Cont rol Simulator

NOW

w ith high traffic loading and high simulation fidelity to be

Swanwick. The program calls for many long-duration exercises

Part Task Trainers

NOW

developed and tested . The abilities of BEST: to run at extra-fast

ATC Classroom Teaching Systems

NOW

rates; to jump in time ; to handle the traffic samples with high

Pseudo-Pilot Self-Teach Trainer

NOW

realism and to speed up the development time cycle, offer

Area Procedural Control Simulat or

NOW

significant savings and benefits.

Approach Procedu ral Control Simulator

NOW

Tow er and Ramp Contro l Simulators w ith 2D Displays Q499

COMPANY BACKGROUND

Tower and Ramp Control Simulators w ith 3D Displays Q4 99 Military and local variants

TBD

Micro Nav was formed in 1988 by the current managing directors of the company who, together, have more than forty year's experience as Air Traffic Controllers for the U. K. Civil

THE UK NAT S CATC The UK National Air Traffic Services Limited has recently selected and accepted BEST for t he College of Air Traffic control at Hurn. In a fast-response program BEST was tendered and ordered in November 1998 ; de livered in December; accepted in January 1999 and entered serv ice im mediatel y. The first radar

Aviation Authority in all areas of civili an Air Traffic Control. In addition to producing ATC simulators, Micro Nav offers other services including operational ATC expertise; specialist training and software production for the wi de r aviation industry. All the services and products are delivered through a proven Quality Management System. The company has been ISO9000 accredited since May 1995 under the TicklT scheme.

approa ch course using the new syste m was completed successful ly in March 1999. The next course has already started providing ab initio training for radar controllers from th e LVNL,

Controller

•

Pseudo-pilot Data displays

Supervisor System management

the ATC author ity of t he Netherlands.

Man

Fig 6 shows the new BEST AT C Radar Training operations room at

Machine

CATC.

Interfaces MMts

Machine Interface s

The NATS CATC BEST simu lator uses a netw ork of 12 versatile workstations plus a system management posit ion. The workstations are usually run as eit her 4 circuits of 3 (controll er plus pseudo-p ilot plus mast er sim ulator position) or 2 circuits of 5 (2 controllers plus 2 pseudo-pilots plus a master simulator posit ion). Thus four diff erent sing le controller exe rcises, two different multi-sector or any other combination of exercises for

• o

controller team train ing can be run simult aneo usly. Savings in t ime

Recordings Recovery Files

Debug Files

and cost were de livere d by enab ling the effic ient use of students Internal simulation communications

as pseudo-pi lots , w ho rece ive d added traini ng benef it in the process, and by preserv ing the College's investme nt in simulator exerc ises.

, ,

Airspaces Exercises Weather

-------< Scrip ts • Ai rspace • Exe rcise • Weathe r

Fig 7 shows the new BEST simulator in use dur ing t he radar approach tra ining course be ing run by CATC fo r LV NL, th e ATC

SOL Re lat ional Datab ase

Author ity of t he Netherlands .

LIBRARY Flight Plans

A fo llow-on order has been placed for a f urther wo rkstation for data prepa ration and operational app lications. The UK NATS decided to be the launch customer for BEST on the basis of the ir exper iences of working w ith Micro Nav and t he

Data Preparatio n

Script Editor

pro mise of the benef its offere d by the innovat ive design of th e next -generat ion simulator The value of many of t hese benefits are already being realized and quantified .

FIG. I: An Overview of the Software Architecture

11 If

CONTROLL ER

ATC Simulators User Equ ipment

Radar workstations

RDP FOP Inform ation systems

Man

Machlne

Specia list

Interfaces

lnl.-facea

Sub-systems

MMl1

•

30 visuals Vo ice IN - OUT Vlriu al re ality Audio communications

Sirn.dation Links

•

User Toots

SOL Relational Database

Exercise development Student assessment

r:=[ii""'

Ethernet Direct links Internet DIS

FIG. 3: Controllers display - operational man machine interface

3 Party Data Sources

Commercial ATC data sources Flight Plan Records

Queries Global changes Reports

FIG. 2: The nature and scope of the interfaces

FlG. 4: Pseudo-pilo ts display - command interfaces

THECONTROLLER FIG. 5: Supervisor display - exercise control and scripting facilities

r HE CONTROLLER

ATCSimulators

FIG. 6 : The new BEST ATC training operation s room

f'IG. 7: The new BFST ATC , imulator system in use

CONTROLLER

/ COMMUNICATION

STRAIGHTFORWARD Schmid

Telecommunication

connects

air-traffic

controllers with pilots and other ATC centers with a revolutionary

standard of quality. Rapidly, simply

and as reliably as a Swiss watch. A wealth of know-how as a leader in the commun ications field coupled

with state-of-the-art

digita l

technology makes all this possible . The user interface , for example , is based Cflla l Tâ&#x20AC;˘1Jb l

Q,,11

a touchscreen , which

1'!,.!Ra l T,\Rl,I

not only makes life a lot easier for users but also cuts expense

work to

mum when

and

a mini systems

are adapted to future developments . Make your skies safe . And call us for more infor mation.

Binzstrasse 35. CH-8045 Zurich Phone + 4 1 - 1 - 4 5 6 1 1 1 1 Fax + 4 1 - 1 - 4 61 4 8 8 8

Workshop A MANPOWER

WORKSHOP IN LUXEMBOURG

(Or how to deal with Controller Shortages) - Some very interesting conclusions Philippe Domagala, Contributing Editor ast June (1999) EUROCONTROL organised a workshop on manp ow er planning in their recently opened new Institute build ing (see photo). The building is very impressive and advantag eously replaces the old Institute which was just across

the road.The new buildingoffersvery spaciousandwell lit meetingroomsandthe only criticismwould go to the architect who, obviouslymadea 180degreeerror in determiningwhereto place the entrance. The entrance is in fact behind the main street. but

so vv e ll h id den

(for

the

moment?)

that

nearly

every

participant

at the meeting had to go around the building twice before discovering how to get inside . Nevertheless, the manpo wer workshop attracted around 70 partic ipants from across Europe, each having a story and experience to share in planning for the recruitment of controllers . Basically everyone present reported various degrees of staff shortages, some of t hem very dramatic. No one saw any real short t erm solutions to the shortages and various speakers tried to determ ine possible answers. IFATCA was represented by Mike Burlyn, who made a very direct and to the point presentation, reminding the audience that it did not matter how we ll everyone thought the y performed "Staff perception is as importa nt as the facts the mselves. " For instance budget constraints were perceived by controllers more as a means to increase profits and to avoid or delay expenditures on equipment and the y saw little sense in th e wo rd "producti vity" . A n interest ing presentat ion was made by the French DGAC. fr om w hich one can deduce t hat the best thing that has happened to management there, was the agreement for a fle xible reduction of w orking hours to a 32 hou r week for controllers. Thi s allowed the manageme nt to roster contro llers for as low as a 28 hour week in w int er, w hen traffic demand is low, but to increase it to a 35 hou r w eek in summer. A presentat ion on two differen t comp uter ised manpower tools, comprising Shift Logic from Canada and Shift Planning from Germany, were also made . While these tools might offer a better strategic planning of existing resources, the y can only automate exist ing rosters and staff regulations and despite some w ishful t hinking, w ill not de liver more co ntroll ers. In fact a very clever presentation made by t he German DFS on t he prot otype use of the Shift Logic Tool showe d a clear saving on a drast ic reduction in t he number of admini strati ve staff currently managing contro llers, but not a reduction in t he number of controller s required . The works hop participants then separated int o four gro ups fo llowed by a last day plenary session during w hich t he part icipant s t ried to formulate a list of reco mmendation s that w ill be passed on to the European decision makers. From t he fina l report , here are some of the conclusion s reached durin g t he w ork shop : 0 There are ATC staff shortages in some States in Europe t here is a pro babil ity t hat t his w ill get worse in the short to medium term .

"New" Eurocontrol Institute in Luxembourg

• The reasons for the shortage are manifold and might not necessarily reflect inadequate manpower planning, or the absence of it. • There is, at the moment, no obvious short to medium term solution that would directly address the situation. • Some recommendations however, will be made, and among those the following ones are worth mentioning : • The perceived 'blame culture' which exists between the stakeholders, ATM providers, airlines, technical/equipment providers, etc. is of no help and an atmosphere of cooperation should instead be develop ed and should be the basis for communal work. • The scope of Manpower Planning should be widened into a European strategy in order to alleviate the urgency of shortages and to avoid the re-occurrence of a similar current situation. • An ECAC steering or co-ordination type group on manpower should be created to co-ordinate manpower use and available training capacity. During the discussions, it was even suggested at some time that we should go for a "time out" of a few years. This would allow ATC to rebuild itself both in numbers of controllers and possibly to train staff to digest new changes, before any new large capacity increase should be envisaged. This approach, however, was judged too radical and was not retained in the recommendations. I personally found thi s workshop very intere sting and very useful. Not only did it bring together people working in different environments, who normally do not meet each other, but it also highlighted the fact that everyone in Europe is working very hard in order to make the system work and tr y to cope with t he continuous demand for more capacity from the airlines. Yes, it is true to say that errors were made in the past in the leve l of recruitm ent. But constantly blaming ATC planners for the current controller staff short ages, wit hout proposing concrete solution s, could in the end be counter-productive by discouraging the goodwill that everyone, present at the w ork shop, di splayed Now it should be the time to stop blaming each other for the shortfall s and to start to work ing together in order to make sure that. ten years from now, EUROCONTROL does not have to organise a workshop on the same subje ct again

II CONTROLLER

AIRBUS A340-S00

/ A 340-600

DanielCASANOVA,RegionalSub-Editor he 340-200 and A 340-300 aircraft have been a large

DATA

commercial success in the world. However, for air traffic controllers, these types of aircraft have created some

Pax(Max 3 classes)

A340-600

A 340-500

378

313

problems with their poor climb performance. Aerospatiale 's

Range(NM)

7415

8437

answer is the new programme of A 340-500/600 aircraft .

Mach MTOW(t)

0 .83

365

capacity of around 300 for the 500 series and 350 for the 600

MZFW(t)

240

222

series. The range of the 500 series aircraft will be 8500 nm and

Fuel(kl)

194,8

208,8

with new engines (Rolls Royce) will generate better performance.

Installedthrust(klbs)

224

212

Take off field lenght(m)

3250

3260

These new production aircraft will include a larger passenger

AIRCRAFTSTATISTICS The A 340-500 will be an ultra-long range, four engined, twin A 340-600

Lengthoverall

A 340-SOO

A 340-300

B 747-400

aisle subsonic commercial aircraft of the Airbus family and the A 340-600 will be a long range model. The design of both aircraft

75 .3 m

67 .8m

63 .6 m

70 .66 m

Fuselagelength 73 .5 m

66 .0m

62.7 m

68 .63 m

increased design we ights, and a revised undercarriage and

features a stretched fuselage, an enlarged and refined w ing, horizontal stabilizer. The aircraft wi ll optimise routes, offering more

Wingspan

63 .6 m

60.3 m

64.44 m

flexibility, the latest advances, such as f uture air navigation system

Height overall

17.8 m

16.7 m

19.4 1 m

equipment (FANS) and th e latest flight management system (FM S). The se two aircraft are expected to meet the demands of tomorrow's long range requirements and A irbus Industr ies expec t

With regard to the A 340-300, this model 600 will have a 20% larger wing with wing box insert plus wing-tip extensions & scaled winglets, increased fuel-tank vo lume plus 38% (600) and plu s 48%

their entry into service in January 2002.

CLIMB PERFORMANCE FLIGHTLEVEL

RATEOF CLIMB(ft/min)

(500). But the best improvem ent w ill be the new, efficient

15 -100

2800

propulsion system which is in the 56k thrust class with new pylon s

100-150

2400

and short-duct nacelles. The following statistics should provide the most important improvements for air traffic control:

r1 II CONTROLLER

150 - 250

1700

250- 350

1200

350 - 410

1100

CNS/ATM Future development of CNS/ ATM in Asia/ Pacific 4th International ATC and Flight Operations Symposium Keelung, TAIWAN 2nd - 4th June, 1999 Presented by Paul Robinson - Deputy President, IFATCA

Peter Chen, honoured guests, delegates, ladies and gentlemen Thank you for t he invitation to raise a few questions and issues regarding future developm ents in CNS/ ATM in the Asia/ Pacif ic area. Ou r generous hosts have advised me that the y have a tight schedu le of dead lines during th is event, and t hat the y plan to meet t hose deadlines. Wh ile this is something w hich , to my knowledge, no-one involved in implement ing a CNS/ ATM system has yet been able to achieve, I w ill do my best to ensure that the same fate does not befall this sy mposium. THE REASON FOR CNS/ATM The CNS/ ATM co ncept is a consequ ence of the ident if icat ion by ICAO of the increasing levels of air tr aff ic throughout the w orld, together w ith the recognition t hat f undamental change in the air navigation and air traffic services system is required to meet t he necessity of mainta ining or enhanc ing the target leve l of safety in th is increasingly comp lex envi ronment. Recognising t hat different states and regions of t he w orld each have distinct ive character istics, the ICAO plan is st ructur ed upon t he impl ementat ion of a global syste m from a regional genesis. Thi s means that the pace of progress towar d a seamless air navigation system w ill be dictated by the pol it ical, geograp hic, econom ic, and social imperati ves of membe r states. It w ill be based initiall y on t he dete rminat ion of each

state's future aviation objectives and needs, followed by the regional development of inter-operable CNS/ ATM systems in a co-operative and harmonious environment. The implementation of this concept is not an easy task, and it will not be achieved with the wave of a magic wand. Underlying this plan is a desire to avoid the proliferation of system elements to ensure a reduction in costs and an increase in operational efficiency . The enhancement of safety is a priorit y for ICAO, and for IFATCA. On behalf of the Federati on, I urge the indust ry participants to consider carefull y the emphasis the y place on the fundamental element of safety in relation to those of efficiency and cost considerations. THE ASIA/PACIFIC AREA The Asia/ Pacific area is div ided into tw o regions by ICAO extending from Saudi Ara bia in the west to the west coast of the American continent in the east. For the purpose of this paper, I w ill treat this area as one region . It is a very large area, and I admit t o limited knowledge of many of t he states contained wit hin it. It is a region wit h some interesting characteri stics 1 It contains two of the wor ld 's most pop ulous countr ies, China and India, but also has large areas of sparse pop ulatio n in North and Cent ral Asia, and in Austra lia; 2 The economies of the majorit y of states tend to the middle - low range in internat ional ter ms; 3 It conta ins two of t he

world's largest bodies of water, the Pacific and Indian Oceans; 4 There are large areas which lack radar surveillance, together with vast areas of low density en-route airspace; 5 In air traffic terms, it is the fastest-growing area in the world. These characteristics have given rise to the emergence of this region as the leader in the initial implementation of CNS/ ATM trials and interim systems. IFATCA'S AIM FOR CNS/ATM Before we examine the reality of progress to the present time, I want briefl y to outline IFATCA's aims relating to CNS/ ATM. First and foremost, the Federation supports ICAO's priority of maintaining and enhancing safety. Safety standards must be clearly defined at an international level and adopted on a regional basis. The establishment of these standards must be predicated on the successful completion of evaluation, verification, and validation strategies and processes. The testing of new procedures must be comp leted before the decision to change, not as part of such a decision. If one is to accept that our region is now seen as a leading CNS/A TM test bed, one has to question the extent to which we test systems in an operational environment. Simulation should be used to test th e validity of procedures and systems to the greatest extent possible. We believe that sufficient resources should be directed toward establishing robust and independ ent safety regulation

at national, regional, and global levels to encompass ATM equipment, procedures, and personnel. We uphold the ultimate objective of achieving global harmonisation in safety regulation. And finally, we support the CNS/ ATM philosophy that the pr ime responsibility for separation remains with the ground-based organisation and that the human stays at the centre of the loop . The development of automation both in the air and on the ground must be on the premise of assisting pilots and controllers to reach better decisions more quickly . The purpose for this is to support operational personnel by providing them with more time to focus on improving safety and ensuring the conduct of efficient and cost-effective travel. The objecti ve must be to enhance the strengths of all participants. The Federation strongly supports these basic goals, and as such has produced a Vision Document which outlines more fully our commitment to CNS/A TM. ATN VERSUS FANS 1/A As most of you know, there are two CNS/ ATM systems FANS 1/ A and the SARPscompliant ATN . The re is a distinction within FANS 1/ A FANS 1 being the Boeing airborne avionics equipment wh ich is current ly operational, and FANS A being the A i1Âˇbus airborne avionics equipment whic h we understand should be operational by the end of this year. Both use the same fundam enta l system It may be an understatement to say t hat

TI II CONTROLL ER

CNS/ATM there is a feeling of compe titi on between t he proponents of each syst em, but let me make it quite clear that IFATCA is not concerned w hich system is impl emented prov id ing t he particular syst em meets the object ives of t he CNS/A TM plan . The ATN system is sup ported by ICAO , and prom ises to be th e better system from an ATC po int-of view due to its gre ater rob ustness, int egrit y and reliability . Unfort unately the implementat ion of ATN is not as advanced as FANS 1/ A, w hich is the predom inant syst em current ly in use in t he Asia/ Pacific area. Due t o the reality that FANS1 / A exists, ICAO has had to allocate resource s in order to address t he issue of accommodati ng FANS1/ A w ith in an ATN environment. This naturally has detra ct ed to some extent from t he development of ATN. In contrast, FANS1 is now a reality. How ever th is system has yet to produc e the expect ed benef its to any signif icant level so far, and th e deve lopment of ground systems to support t he FA NS1 process have been delayed as a result of encountering unforeseen tec hnical and procedura l difficu lties. Current t hinking is t hat ATN w ill be the system implemen t ed in Europe and North A merica, but some airlines w ho have already installed FANS 1/ A equipm ent in t heir fl eets, are pressing for the expansion of thi s system into these regions . If thi s doe s not occur, th e airlin es w ill be faced w ith installing dual avion ics equipm ent in order t o operate in airspace w here on ly ATN is supp orte d . The exist ence of FA NS1/ A also necessit ates that ATS service providers w ill have t o consider t he opt ion of making t heir ground equi pment compliant

-1 if CONTROLLER

for both airborne systems. Either resolutio n w ill likely invol ve considerab le cost . Th ere is also pote nti al t o detract from the ICAO plan of a seamless envi ronment w hen one considers t he possib ility of such thi ngs as FANS1 / A 'islands'. These are areas of airspace w here only FANS1 / A is suppo rted . Thi s is a serious issue for the As ia/ Pacific area. Do we cont inu e dow n t he FANS 1 path, or do we exam ine the alte rnati ve of AT N? Are w e Âˇ already committed t o FANS 1? Is FANS 1/ A in its present form a system we have a hig h level of confide nce in? Is it in our best interests to search fo r an early return from t he expendit ure w hich has been incurred t hereb y insisting t hat airlines and service pro viders op erat ing in th e region harmo nise w ith a sing le system7

THE SOVEREIGNTY OF STATES A irspace stru ctur e is current ly based on national bound aries. The ICA O Conve nt ion recog nises th e right of states to have comp let e and exclusive sovereignt y of th e airspace ove r th eir te rrito ries. Th e CNS/ ATM concept env isages a collaborati ve appro ach t o t he resolut ion of av iation saf ety and responsibilit y. On e sugge stion for achieving thi s is for governm ents t o relinqui sh their contro lling stake in bot h t he provis ion of services and t heir airspace. This entails a level of trus t and co-operati on betwee n st ates, w hich may we ll be diffic ult or impossible t o accom plish . In t he Asia/ Pacifi c area th ere are a nu mber of stat es w hose relationship w ith t heir neighbou r is 'fract ured ' t o say the least. Even sett ing aside social and safety implicat ions, t here are milita ry and fi nancial reasons

w hy thi s collaborative appro ach may not be possible . M ore than any oth er factor , I believe this issue w ill influen ce the eventu al developme nt and outcome of CNS/ ATM in the A sia/ Pacif ic area. At present, there is a t ent ative consensus betw een the South Pacific Forum nati ons t o investigate th e delivery of services in th is part of t he region by a single provide r. No form al agreemen t has been reached as to location or struc t ure at this t ime, and it seems unlikely t hat an arrange ment of th is nature w ill be imp lemente d fo r five years or mor e.

THE PRESENTREALITY OF CNS/ ATM IN OUR REGION There are a numb er of trial or interim groun d systems op erat ing , or scheduled soon, t hroughout t his area, not ably in A ustralia, Fiji , Hong Kong , Indi a, Japan, Myanmar , New Zealand , Singapore , Tahiti, Thailand , and the USA These systems pro vide varyi ng levels of app lications, but, unfort unately, there is not yet to our knowledg e a fu lly f uncti onal CNS/ ATM system operating anywhere in t he wor ld. The major driv ingforces behind progress in t his region have been the two inform al bod ies ISPA CG and IPACG. These group s consist of th e local service provi de rs, regu lators, airline s, supp liers, and professional organisations (including IFATCA), operati ng loosely, overseen by ICAO . To date the implementation of systems has been disjointed from a regional point-of-view, w it h much of the process being exp loratory in nature . It seems that litt le thought has been given to mandating regu latory requirements for either system design or performance . The interim nature, and under -estimation of the difficu lty of building these systems, means th at

human factors aspects have not been strongly promoted result ing in many workarounds beco ming de facto procedu res. To f ind a definition of 'work around' requires a work around. The word is not contai ned in the Collins Concise Engl ish Dictionary as such . How ever, "work" and "around " are "work" meaning among ot her definitions "something do ne, made, etc as a result of effort or exertion" and "around" meaning "in no parti cular place or dir ection" W hen this phrase wa s first used it was probably meant to mean somet hing done as a result of effort or exertion to get around a particular problem , in lieu of actually fixi ng the problem The definit ion of "procedure " according to the same source is "a way of acting or progress ing an established method". It should come as no surprise to yo u that procedures are preferred by pilots and controllers to work-arounds. To use a work-around as a procedure has great potential to leave a system exposed to failure due to human frailties. Is this what we are really seeking from a CNS/ ATM system, designed to enhance safety levels and impro ve efficiency for the coming millenn ium? W hat have been the results ? Wh ile some w ill say the process has been excellent from a 'test bed' perspecti ve, I believe there is a lack of pilot and contro ller acceptance of the concept. In my opinion, this is due primarily to our common view that the evaluation and verif1cat1on process has not been fully assessed and validated before the final procedures and systems are impl emented . There also seems to be a strong notio n t hat the de ~1,""' 10

CNS/ATM achieve early cost benefits is over-riding the characteristic conservat ism w hich normally accompanies new practices and procedures in our safetydriven profession . We have found that some of th e ground systems are ineffic ient, in that w hilst they may achieve efficiencies in one area they increase w orkload in anoth er wit h the unfortunate result of an overall increase in controller work load . And fi nally, the FANS 1 system itself has some inherent design features which pilots and controllers believe increase their exposure to the risk of air safety incidents and accidents. These are items such as the occasional failure of commun ication betw een the aircraft's A CARS and the FMC; the fact t hat acknowledg ment of receipt of th e data-link message is generated by the aircraft avionics w ith no guarante e that it has been presented to the pilot; t he twominute ti me inte rval before the controller receives feedback that the message has not been received ; and failures of the communication lin k w ith out time ly notificat ion to the contro ller. Since 1997, the re have been

229 reported problems with the aircraft and ground systems associated with FANS1 operations. We believe there are many occurrences which are not reported due to the controller workload associated with the introduction of this technology. SOME RESOLUTIONS Despite the view of some individuals, pilots and controllers are not resistant to change or barriers to progress. We accept the technology as a progressive development in the evolution of the air transport industry . However we also want the highest level of assurance that the new systems will be better and safer than those currently in place . Imagine , Mr Chen, that you are currently driving a 1978 Volvo, and someone says to yo u "Here is a 1999 Volvo for you ." Who wo uld not accept change? Would you hesitate? If it really is a better model, w ho needs to be convince d to change to it? Why do we need change management7 Chang e of management is only necessary w hen there is a perception that the new product is not as good as the existing one. If the new

product comes with lots of work-arounds, would you be so happy to change? The new product needs to be proven better, doesn't'it? By whom, you ask? By the driver? As a professional driver, you would be able to determine very readily what was an improvement and what was not. The car should work properly when it goes on the road, and the improvements should already have been proven before it leaves the showroom. We should not have to rely on enhancements during its warranty-period to bring it to the accepted improved level of safety and performance . In my view, this objective can best be achieved by creating a more open environment which seeks and welcomes increased pilot and controller involvement at the earliest stages, by expanding the use of simulation of both the ground and aircraft systems and reducing live testing, by the appropriate allocation of resources to these tasks, and by the setting of realistic goals. The CNS/ ATM concept is too important to aviation for the "sharp end" users to be diffident about its

implementation. SUMMARY

Aviation is vital to the world, and the CNS/ ATM concept is vital to aviation.

The

Asia/Pacific area can lead the way and provide an example for others to follow. We need to take time out for selfanalysis - how we resolve the sovereignty issue, what decision we take concerning FANS 1/A versus ATN, and how we achieve a cohesive impl ementation programme. While the nature of both Europe and North America is vastly different from us geographically, politically, economicall y, and in density of traffic, they are very keen to examine how we set our expectations and operational standards and requirements, and how we implement the se items . If we are successful, it wi ll enhance global confidence in the ability of this region to meet the technological and political challenges of the 21 st century. IFATCA is committed to participating in this goal to the best of our ability .

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Singapore Training Distance -learning degree course for aviation professionals A unique programme jointly conducted by the Singapore Aviation Academy and Massey University, New Zealand to allow aviation professionals to attain tertiary-level qualifications and aviation management skills . unique programme is being jointly conducted by the Singapore Aviation Academy and Massey University, New Zealand to allow aviation professionals to attain tertiarylevel qualifications and aviation management skills. Aviation professionals around the world can now read for an internationall y-

recognised Bachelor of Aviation (BAv) degree by distance-learning. For the first time, the BAv degree is being offered in Singapore and worldwide through the joint efforts of the Singapore Aviation Academy (SAA), a divi sion of the Civil Aviation Authority of Singapore (CAAS), and Massey Universit y of New Zealand. Since its launch in July 1998, more than 80 students have been admitted into the programme. They includ e airline pilots from Singapore Airlines, SilkAir, Egypt Air, Air Lanka, Dragon Air and and Federal Express. Other students include aircraft maintenance engineers, air traffic controllers, flying instructors , airport management and operations personnel and even nonaviation executives. Ap plication s we re received from Costa Rica, Egypt. Hong Kong, India, Lesotho, Macau, Ma laysia, Portuga l, Singapore, Sri Lanka, Taiwan and Tanzania. The programme had also

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attracted the attention of the New Zealand Prime Minister Jenny Shipley. During her officia l visit to Singapore in November 1998, the Prime Minister took the opportunity to tour the SAA and witnessed a video-conference between Massey lecturers and the BAv students . Besides the Aviation Management major which is conducted by distance learning, the BAv is also offered as a Flight Crew Development major which is a full-time programme. The BAv (Flight Crew) is recognised by the UK Royal Aeronautica l Society. This is the first time the Society has recognised a University degree devoted to professional ab initio-airline pilot training as being an equi valent qualification to an engineering or aeronautical science degree. Who will benefit from the programme? The degree programme was developed to enhance the educat ional and prof essional skills of practising aviation person nel, such as pilots , air traffic controllers , aircraft mainten ance engineers and airport operation al personnel, thus allowing them to extend their academic qualifications and broaden their career options. Students are expected to

SM's US $50 million complex is equipped with state-of-the -art audio-visual aids, training and conference facilities and advanced training simulators

qualifications or experience w hich qualify them for crosscredits . For example, practising air traffic contro llers or pilots holding a Commercial Pilots Licence or A irline Transport Pilot' s Licence can gain up to 100 points of cross-credit s and be exempted from one-third of the programme (ie exempted from 8 papers). A unique programme The BAv degree is unique in t hat it combines Massey University 's academic disciplines of aviation management wit h pract ical input s from international industry experts provided, through SAA's internat ional linkages The program me is delivered t hrough compre hensive study guides and the latest commun ication

academic qualifications. After successfully completing the BAv degree programme, the y can consider taking up a Masters of Aviation (MA v), w hich is an advanced research-based course in a variety of academic specialisations in aviation . After the MAv, students can aim for a degree of Doctor of Philosophy (PhD) next SAA is the training arm of CAAS. Made up of three specialised schools - t he School of Air Traff ic Services, t he School of Av iation Management and the School of Airport Emergency Services - t he academy has tra ined more t han 16,000 personnel from over 150 count ries. It is ISO 9001 certi f ied fo r quality assurance in t he design and execution of its t raining

take between three to six years

techno logy - through video-

prog rammes It was awarded

to comp lete the programme .

conferencing and the Internet

t he 1996 Flight International

This can be shortene d if students have relevant prior

The degree is a stepping stone to extending students'

Ae rospace Indu st ry Award for tr aining It was also selected

Singapore Training

Video-conferencing - one of the means of delivering lectures to students worldwide under the BAv by distance learning

the Asia-Pacific Regional Training Centre for advanced and specialised av iation train ing by ICAO/ UNDP, and designat ed an ASEAN Centre of Excellence. To facilitate the implementation of the BAv programme, SAA has established a Centre for Distance Learning. The Centre is equ ipped w ith v ideoconferencing facilit ies, computers for interacti ve exercises through the wo rldw ide w eb and servers to distribute lectures on -line or on demand. SAA's partner in the BAv programm e, Massey University, has a 70-year tradit ion of academic excelle nce and is New Zealand's largest educational and research instit uti on. It is a membe r of the Associatio n of Common wea lth Universities and has campuses in three major cities - Palmerston North, A uckland and We llington . Massey offers t he highest numb er of univer sity courses by distance-learning in t he Sout hern Hemisphere and since courses we re first offe red by distanc e learning in 1961, more tha n 180,000 stude nts have take n up courses by distance learn ing. Massey, t hrough its School of Av iation , pioneered the BAv

programme in 1992 and is one of only a few academic institutions worldwide which offers the degree by distance learning . Its School of Aviation integrates academic and practical training requirements to produce professionally qualified persons with key skills and abilities in areas such as fly ing, air traffic control, technolog y, management and human factors . The School operates an aerodrome and owns a fleet of aircraft and flight simulators for pilot training. Benefits of the course The aviation industry is a dy namic and comple x one w here regulator s and commercial operators work together to deliver a safe, efficient and economical transport system . The course wi ll prov ide students with a broad understanding of how th e indust ry w orks interdependently from not ju st an academic view point but through a sharing of real-life professional experiences. Some of the key areas that are covered include human factors in aviation, human performanc e and issues relating to jud gement and decision making in a high -risk environme nt. The course explores t he role and pote ntial of multi-crew systems, effects

of stress on individual and group performance in aviation . Students learn about managing aviation systems such as airports, airlines, airways, civil aviation authorities and aviation organisations; and the challenges of air traffic management as countries worldwide make the transition to CNS/ ATM systems. Aviation safety is also covered in detail with emphasis on safety oversight management and accident investigation procedures and analysis. To ensure that the programme runs smoothly and the curriculum meets the needs of the industry, an Academic Board comprising key personnel from SAA and Massey University has been set up. The Academic Board meets regularly to review the curriculum, lecturers, delivery of the course and address policy and administrative issues.

Course structure and delivery The BAv degree provides a choice of papers from various subjects: Aviation Human Factors Aviation Systems Airport Management Airline Management Business Administration The papers are divided into two categories: Group A consists of six compulsory

aviation papers, and Group B consists of more than 50 aviation and non-aviation papers . To complete the course successfully, students have to take six papers from Group A and select 18 papers from Group B. Each paper is allocated a point value, which gives an indication of the total amount of time students are expected to spend on each paper, in order to satisfactorily complete the assessment requirements. All papers are 12.5 points each, which requires about 12 .5 hours of study a week per paper. Entry into the BAv programme is open to those with an equi valent of a university entrance qualification in their own country . This can however be waived on a case-by-case basis for those with relevant aviation qualifications or experience. In addition, students must meet the English Language requirement. There are three semesters a year during which students can enrol for papers . The assessment requirement of a paper consists of two parts: the assessed course work or assignments and/or the final examinations. Examinations can be taken at designated centres worldwide. Th e course is deli vere d in a self-study format supplemented by block courses (periodic classroom

NZ PM Mrs Jenny Shipley [small screen) witnessing a BAv lecture delivered via video-conference at her visit (on 20 Nov 98) to SM

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Singapore Training lectures). The block courses are either conducted at SAA, via the internet or video-conference. Courseware materials are presented through a package of resources which generally includes : - Course handbook (sets out objectives of the course, reasons for study ing it, modules to be covered, assessment procedures and structure of final examination) - Printed study guide notes - also available in diskette or CD Rom format - Audio and visual tapes - Practical exercise kits - Computer-based instruction In addition to the use of email for lectur er-student interactions, instruction through the Internet will take on greater importance. Some of the features that will be included are: - Information bulletin boards, which will enable questions and exercises to be posed and student responses available to all class members - The presentation of specific assignments or worksheets - Multi-media clips to emphasis and explain critica l concepts, issues or procedures - Real-time, multi-user interaction with lecturers - Dual-mode approach Lecturers responsible for distancelearning delivery are also responsible for the same course taught to campus-based students in New Zealand. This enables the quality of the University's internal programme to be applied also to distance-learning students. The advantage s are substantial. First, it focuses the mind of the lecturer not only on how to communicate with 'live' students in the classroom, but also on how to teach those concepts in such a manner that the dynamics of teaching and learning are preserved for the distant learner. Today, these dy namics are becoming increasingly easy to achieve through the use of interactive multi-media learning resources. Secondly, not only can both modes of teaching be combined in the same course (for example, distance learning study guide materials being made available to internal classes, or lectur ers engaged in live teaching through the use

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of block courses), but students can benefit from both modes of teaching at various stages of their academic studies, depending on their needs.

Benefits of distance learning With the dual mode approach to distance learning, students have access to one of the widest array of courses offered by any university distance education programme - courses which are identical to their internal counterparts. In addition, students generally have recourse to more sources of instructional delivery systems, such as multi-media, than in internal teaching . Because the Universit y offers its staff all of the benefits of a campus-based university, it has been able to attract leading academics worldwide. It is the distance-learning student who benefits from the experience these academics bring to the development of their distance-learning study material. Also, students are able to do so at home or away while on duty. Learning time, that is, time at which students interact with the teaching materials, is scheduled on the basis of the students' need , rather than that imp osed by the institutions' timetable requirements . Students study at their own pace and can structure their study to fit with changing workloads and commitments. Delivering the course through the Internet allows students to learn at varying rates and explore materials to w hatever depth the y desire. There are new ways to guide students through assignments and to pro vide them w ith instant feedback. Using Intern et technolog y makes it possible for students in different geographic locat ions, using varying computer types, to have access to the course . This unique programme jointl y conducted by CAAS - ow ner and operator of the w orld re kn owne d Singapore Changi A irport and national regulatory authority on all civil aviation matt ers in Singapore, and M assey Univers ity, New Zealand' s largest State Unive rsity and the intern ational leader in distance learning, w ill provide aviation personnel w it h access to academic qua lifi cations and professional skills to help the m meet the challenges of the new millennium

If,

you have always

aspired to attain a Bachelor of Aviation (BA v) degree, Massey University and Singapore Aviation Academy , Civil Aviation Authority of Singapore (CAAS) can now help you fulfil your ambition by distance-learn ing.

Unique features of BA v degree : • An internationally recognised distance-learning profes siona l degree programme • Accredited by the Associatio n of Commonwealth Universities and the UK Royal Aeronautica l Society • Combines academic discipl ines of aviation management with pract ical inputs from internationa l indust ry experts • Lessons delivered t hrough comprehensive study guides , the internet and video con ference • Exemptions of up to one- third of the prog ramm e for pra ctising air traffic control lers For more det ails o r applica t ion please con ta ct :

Singapore Aviation Academy Tel: 65-540-6295 / 540-6206 Fax:65-542-9890 / 543-2778 Email:saairc@pac ific.net.sg

Website:

http:/ /www.saa.corn.sg/bavdl.htm l

M ASSEY UNIVERSITY

New Zea land's largest State University and internat ional leader in dist ance-learning

Singapo re Av iation A cademy Th e trai ning arm of CAAS and a leading intern atio nal aviation t r aining ce nt re

Daniel Oudin Retires Another IFATCA figures retires after 35 years of service to the controller community. Danie l Oud in was not only as a Former Vice President Technical (from 1979 to 1981) but equally since 1981 he has been a key f igu re in th e ICAO European and NAT Office in Paris. Daniel has never forgotten that he was a controller (from 1964 to 1981 in Paris ACC) and a former President of A PCA, the French Controllers Association (from 1975 to 1979) . In fact the arrival of Daniel in the ICAO Paris office coincided w ith the improvement of the relations between IFATCA and ICAO, that had been cool at certain times before that. The subsequent nominat ion of Jean Daniel Mon in, former President of IFATCA, as the Chairman of the then !CAO European FLOW Meetings, combined w ith the presence of Daniel Oudin in the secretariat of Daniel Oudin those meetings, had a considerable influence in raising the credibility of IFATCA among European States. It must also be noted that after the successful 'European Experience', ICAO Montreal also opened its doors to IFATCA representation to some of the global meetings, w hich included FANS. All this was contributed to by the efforts of Daniel and the Federation is very appreciative. Daniel w ill now retire in his new house in French Brittan y , in a small fishing village called TREFFIAGAT.The village is just 15km south of Quimper QPR VOR. There on the days w hen the rain and the wi nd allow, he can watch his sailing boat rest in the nearby sea, as well as glance at the contra ils over QPR. It is at th is point that 11 airways merge to feed nearly all the Atlantic tracks. Daniel's secret passion has always been bo ats. Eve n when stationed in Paris at the beginning of his career, he used to live on a large barge (Peniche) moored on the Seine River. From all colleagues w ithin IFATCA , w e w ish him all the best in his retirement.

It was with great sadness that IFATCA recently sent the following message to the Chairman of the ITACA 2000 Organising Committee in Morocco: On behalf of the International Federation of Air Traffic Controllers' Associations we wish to convey our sympathy to our Moroccan Air Traffic Control colleagues, the 2000 Conference Organising Committee and ONDA, on the sudden death of your leader King Hassan II. In acknowledging this very sad event, we also wish peace, goodwill and a long and successful reign to his son and your new leader, King Mohammed VI. We are looking forward very much to visiting your country next year for our 39th Conference.

CANSO CANSO - (Identification)

Friend or Foe?

Patrick Schelling, Contributing Editor hen the Civil Air Navigation Services Organisat ion (CANSO) was created some two years ago, many (controller) eyebrows were raised regarding this new organisation, regrouping privatised or corporatised ANS provider s. In an attempt to clarify the intentions of CANSO, the Contributing Editor had an in depth discussion with Dr. Francis Schubert, Member of the Extended Board of Man agement at swisscontrol. Excerpts of the main part of that encounter are to be found (next page, overleaf, in a box etc.) Another discussion was held with Marc Baumgartner, EVP Europe IFATCA. His reflections are integrated in this article. CANSO groups the commercialised suppliers of air navigation services from around the world . Their aim is to help its members and the global aviation industry in the improvement of the delivery of safe, efficient and cost-effective air navigation services. For several years now corporatisation has found its way into air traffic control. An increasing number of countries delegate the provisions of ANS to separate entities that are either wholly or partially owned by the respective government. In most cases, governments retain at least the majority ownership. One exception is Canada, w here NavCanada is a non-share organisation. The latest important ANS provider to go through this process is UK NATS. The model is to be a Public Private Partnership (PPP) w here the government retains 49% and sells 51% to the free market . Some of the shares could go to company personnel. Howeve r, Unions argue that airspace is not for sale! United Kingdom's governmental decision on the issue is still pending . One of the advantages of corporatisation is the separation of function s. In the past government operated ANS were wear ing two hats, one being the regulator and the other functioning as the provider. The government retains the regul atory function and is responsible for t he overall provision of safe services und er the Chicago Convention. This separation also bring s its share of problems and, as Francis Schubert comments"it is illusiona ry to think that the regulator and the service provider always agree on all issues". Dealing w ith the relations betwee n the Service Provider and the Regulator is a work ing programme in itself at CANSO. But, probabl y the most famous or infamous programme (de pendin g on w hich side you are) is the Performance Benchmarking study, that was also one of the first actions of CANSO. Right from the start, this study stirred concern among controllers, especially since it was done w ithout them. Initial wor ries, that privatisation wo uld mainly focus on financial issues, were reinforc ed by the launching of the benchmarking study. Not so, replies CANSO ... "our focus is on operational perfo rmance with the aim to help the controller to increase his performance!" (see interview). Another programme taken on by this new organisation is the implement ati on of CNS/ ATM . Apart from the questions on the subject answered by Francis Schubert in t he interv iew, we asked Marc Baumgartner for his first impre ssions on the document. His comments are positive in the sense th at the document seems to have been wr itten by specialists. Also, what is very interestin g for us (IFATCA), is the part where it says "CA NSO should .. ," this reveals some of the policy of the organisation and gives indication of what CAN SO is concentrating on. As for the relations between CAN SO and IFATCA, the latter decided , at the creation of CANSO in 1997, that some sort of relationship should be built with this new organisation. CANSO was invited to both the 1998 and 1999 (IFATCA) Conferences and have

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met several times w ith their Secretary General, Der ek McLauchlan, for the purpose of seeking to implemen t the 1997 decision . The f irst meeting betwee n Deput y President IFATCA, Paul Robinson and the Secretary General of CANSO took place at Tou louse (IFATCA'98). Although t he discussions were fruitful regarding a possible future form of relationship, IFATCA has not received any formal reply on the subject from CAN SO since then. Howeve r, regu lar infor mal exchange meetings take place about every three mont hs between, EVP Europe and CANSO in Geneva. Asked w hy CANSO has not formalised its relations w ith IFATCA by now, McLauchlan states two reasons. Firstly, the regular contacts and exchange of views with IFATCA t hrough Marc Baumgartner seemed adequate, and secondly, CANSO needed more energy than foreseen to be accepted as an organisation by ICAO, the European Commission and Eurocontrol . Besides the ongoing work on the CANSO Programmes, little t ime was left to concentrate on other issues. However, Derek McLauchlan concluded that t he intent was to have a working relationship with a professional body like IFACTA. So, is CANSO to be ident ified as Friend or Foe to IFATCA? The answer toda y is probably neithe r of th e two. What is certainly going to be developed w hen both Organisations feel comforta ble enoug h, is a profe ssional relationship keeping in mind the ultimate goal of improving the ATM system. This, however, w ill require both organisations to leave their respective transponder in squawking mode.

ANNEXESTO THIS ARTICLE: - Interviewwith FrancisSchubert - MissionStatement (sourceCANSO) - Goals(sourceCANSO) - Actual CANSO Member List(source CANSO) - How CANSO Operates(sourceCANSO) Questionsin bold typeface are to Dr. FrancisSchubert, Membe r of the ExtendedBoardof Management, swisscontrol

"Youprobablyrealisethatthe birthof CANSO hassparkedsomequestions amongthe controllercommunity as to the objectivesof suchan Organisation?" "I am aware that since t he very beginn ing, CANSO has been perceived by certai n commun ities as an organisation of emp loyers that wo uld gath er all the directo rs to find ways to reduce perso nnel cost However, t his has never been the object ive of CANSO ."

"HowdoesyourOrganisation intendto change thisimage?11 "CANSO is a comparatively yo ung organisation . The dec ision t o take the measures to create CANSO was made in Octobe r 1997 . Today we are in the process of build ing a relationship w ith other organ isati ons. We already participate with , an observer status at t he Provisiona l Council of Eurocontro l and are invited on to adv isory groups such as the ACG, FCG and EAG. CANSO 's policy is to contr ibut e the service providers' view in these group s."

"CANSO hasrecently publish ed a documentnamed "Demystifying CNS/ATM" . What is the messagethatis intendedto be conveyed?" "The document you are ref erring to is, in fact, the best example of w hat CANSO intend s to do . Participate in building t he fu t ure (CNS/ ATM) system by offerin g a pract ical, pragmatic and tangible approac h to the prob lem . It is a non-po litical approach on how to benefit from the implementation s of CNS/ ATM . One of the advantages of CAN SO in comp arison w it h ot her organisat ions is that one can get rid of th e polit ical diff icult ies t hat may slow progress in othe r inst itut ions like ICAO or Euroco nt rol. "

CANSO "Whocontributedto this document?" "The particularity of this document is that it is probably the first time that all the partners of the ATC community (with the exception of the States) w ere able to agree on a way forward in implementing CNS/ ATM. Th is included Industry (system providers), airlines, SITA, ARINC, aircraft manufacturers and the Air Traffic Services providers themselves."

"If you say all the partnersof the ATCcommunity do you thinkIFATCA could have also contributedto thisproject?" "Definitely, IFATCA does have views on the subject, which could have benefited the study. Nevertheless, although IFATCA as an organisation did not take part in the work, individual controllers did contribute."

"Although the reporton Demystifying CNS/ATM seemsa rathergood document,the focusis mainlyon CNS.DoesCANSO intendto issuea version dealingalsowiththe ATMissues?" "\ agree that the focus is mainly on Communications, Navigation and Surveillance. It was not our intention to deal with CNS only when we started this study. CNS/ ATM is a huge concept and one of the findings of the (ICAO) Rio Conference on the subject showed that it cannot be implemented in one go. It is true that today the CNS part is ahead in terms of 'implementable ' elements. The idea is to promote the enablers for the future system, as they become available, to produce more capacity. There is a great potential in optimising air traffic management. The issues are more complex and probably more difficult to deal with . The 'demystifying' document is not the last one produced by CANSO and this specific issue could be addressed in the near future."

"Howdoyousee bothCANSO andIFATCA collaborating in the future?" "My personal view on the subject is that there is room for reciprocal contr ibutions and co-operation between IFATCA and CANSO. While differences between both organisations should be recognised IFATCA sets the emphasis on the promotion of the ATCO's profession and CAN SO is chiefly concerned wi th the interests of the service provider - I see a convergence towards a common goal, namely the safe and orderly development of ATM."

"Butwillthisstudybe publishedone day?" It will be published if and when the members of CAN SO are satisfied that the content reflects the reality. For the time being the Benchmarking study can be consulted on-site. I would also like to draw your attention to the other current working programmes of CANSO that shows the spectrum of activities, be it technical, operational or juridical - we really tackle many issues, however, there is no programme dealing with social issues."

"Francis Schubert·thankyoufor yourtime!"

CANSOMISSION STATEMENT To provide a world-wide platf orm for custom ers and stakeholder driven civil ANS prov iders.

CANSO Goals: Safety and effic iency: Industry support :

Products and services:

Customer focus:

Representation:

Recognition :

"Oneof the firstactionsof CANSO was the launchingof the Benchmarking Project. Couldyou elaborateon thisproject?" The Benchmarking Study has clear objectives and the focus is on operationa l issues. The aim is to establish a methodology by which best practices could be identified and communicated to all (CANSO) members to assist (them) with performance improvement. Rather t han on f inancial issues, we are chiefly focussed on operational performa nce. The questions we wo uld like to answer w ith this inqui ry is what it is that a (part icular) serv ice provider does that he can handle all this movement with littl e incidents , etc. 7 Is it the airspace structure? Is it the available volume of airspace? And so on . As a former air traffic contro ller, I fi nd this approach interesting since we are not looking at ways to squeeze more out of an ATCO - but how we can help contro llers increase their performance."

"Despite these objectivesand the rationalebehindthemthisstudyhasbeen kept ratherhiddenfrom controllers, which,understandably, addedto the suspiciontowardsCAN SO!" W e have deliberatel y been discrete w ith t his study and have not distr ibuted its conten t w idely. The main reason for this was that. internall y, questions we re raised about the reliability of results obta ined . We need to analyse and understand t he answers further in respon se to our questionnaire . Releasing a document to the aviation communit y that is not stable int ernally w as deemed to create grounds for misinterpreta t ion Ou r discret ion may have given the impression that we had something to hide ."

To promote safe, efficie nt and costeffective air navigat ion services . To deve lop common industry positions and th e resolution of key ind ustry issues. To support mem bers in the provision of their services includin g influ encing the selection and imp lementation of future technology, agreement on measures of performance, and providing an information exchange . To support members in their alignment towards customer driven, service delivery organisations . To represent the views and interests of members with the relevant internat ional bodies. To achieve recognition of the safe, high quality and cost-effective provision of air navigation services.

HOW CANSO OPERAT ES • We exist to help our members and the world aviation community • We support our members in meeting the ir customer needs to provide better services • We support the government and governmental organis ations we ultimately work for - we recognise our subsidiary role in this respect • We work with other stakeholders in av iation • We operate transparently to our membe rs who prov ide governance through committees • We undertake work programmes at the request of ou r members . The members do the work themselves , we keep a small headquarters and make little use of consultants . By t hese means, t he skills and processes needed by our members are developed by them in co-operation • We believe in the open exchange of informat ion, but respect confidentiali ty w hen it is necessary

I fir CONTROLLER

Y2K or the Millenium Bug An IFATCA Statement The potential impact of the year 2000 (Y2K) problem, often referred to as the "Millennium Bug", is difficult to quantify. No one is really sure what effect the transition to the 1st January 2000 will have. Any failure of systems may invo lve a complete breakdown that will be easy to identify, as the failure will be obvious and therefore easy to detect. A more concerning form of failure may involve a partial breakdown of services. This may not be immediately apparent, and therefore could have greater detrimental consequences as the system may continue to work in an unacceptable mode. IFATCA believes that most employers and regulatory authorities are well aware of the problem, and should already have formulated a scheme to tackle the possible consequences of any computer or system failures. Many companies have set up task forces to work hand in hand within the industry on a common solution, in addition to formulating their own plan to tackle the problem internally. Within Air Traffic Management, the prime responsibility rests with operators and ATS service providers to ensure the continued safe operation of their systems, and to provide assurance of the continued safety of such systems. As well as the obvious problems with computers directly related to ATC, it should be borne in mind that there will be many 'knock on' effects outside the control of ATS providers. These could range from problems with telephonic communications, through to power supplies and even down to basics like water supplies and heating. The problem is not a complex one as such, but is so far reaching as to be an extremely time consuming one to resolve. The responsibility for addressing the problem and formulating an acceptable contingency plan must remain with the ATS provider, and/ or aircraft operators. Most of the problems envisaged are likely to be outside the control of the operational ATCO, and therefore they cannot be expected to accept responsibility for any event caused by the Millennium Bug. IFATCA recommends that its Member Associations shou ld bring to the attention of their National Administration any doubts that they may have regarding the compliance of equipment, and urge their Administrations to develop contingency plans to counter noncompliance issues.

IFATCA considers that in the event of a failure of equipment or procedures due to a non-compliant computer issue, the controllers affected shall not be held liable for any subsequent incident or accident , provided that the situation was outside their control. Existing IFATCA policy regarding the controllers liability with respect to automated systems is contained in the IFATCA manual on page 4412 and States: A controller shall not be held liable for any incident or accident resulting from a failure of an automated air traffic control system . A controller shall not be held liable for incidents that may occur due to the use of inaccurate data if he is unable to check the integrity of the information received. IFATCA requests that all operational staff should receive information and advice prior to the year 2000 to prepare them for the problems that they are likely to encounter. It is considered desirable that this assistance be given at the earliest possible opportunity, and modified as more information becomes available. Additionally, IFATCA recommends that consideration should be given to providing additional staff members during the change from 1999 to 2000 to provide assistance in any form required. In some cases it may be highly recommended to err on the side of caution during this period, avoiding reliance on radar separation and adopting procedural control methods until such time as computer systems have been proven unaffected. This is especially relevant when it has proven impossible to obtain a firm assurance from a National Administration that acceptable contingency plans have been developed . IFATCA requests that all Air Traffic Services Providers publicly state the readiness and compatibility of their equipment and ATC systems to meet or overcome the problems associated wit h the Y2K issue. This information is absolutely necessary for airlines and aircraft operators to be assured that a safe and efficient air traffic control service can be maintained during this period. Pilots, controllers and the travelling public, are entitled to know w hat steps have been taken to check the integrity of any ATC system. Air Traffic Controllers , especially, need to be confident that the systems and equipment they wo rk w ith will be reliable and free from error. Safety is the paramount objective of the controller's work and there must be no concerns that any safety margins may be eroded or lost because of the Y2K problem.

THECONTROLLER

r1 II- CONTROLLER

Airshow PARIS AIR SHOW 1999 DanielCasanova, RegionalSub-Editor he 43rd Paris Air Show wa s the last of the Twentieth Centu ry. The Paris Air Show was born in 1908 in the "Grand Palais". From 1924, Paris held the air show every tw o years and in 1946 the show moved to Orl y Airport prior to moving to Le Bourget Air port in 1951. In 1999 the Paris Air Show received 1884 exhibitors from 40 countr ies, covered 51,514 square metres of hall space and 29,662 square met res of outdoor exhibition space . The show presented 199 aircraft. The display programme is a big challenge for the air traffic controllers. Before the show, each pilot receives a document containing complete flight regulations. On arrival at Le Bourget, each pilot is received individually by the Flight Director to define his presentation programme. Before the show, the pilots rehearse w hile the flight Di rector look s on. During the show, a general meeting is held each morning to review the previous day 's flights and pass on instructions for the day. The meteorological office is located next to the control tower . Minim um acceptable w eather conditions are defined, and without them the flights are not allow ed. The resident Le Bourget control to we r personnel pro vide the air traffic control serv ice in the airport zone, wit h addit ional controllers from Charles de Gaulle Ai rport for the period of the show. The area and trajecto ries of flights are strictly defined to avoid any interfe rence wi th traff ic at nearb y Roissy Charles de Gaulle airport. Spectators can see the Roissy final approach behind the flight presentat ion 1

This year, both Philippe Domogala and Daniel Casanova have provided reports on the Paris Air Show. The first of these reports follows from Daniel and then that of Philippe.

The Multi Role Tanker Transport

take stock of the European industry. Also the United States had a very strong presence with more than 400 exhibitors and 52 machines. There were also new productions from Russia and Ukraine and an increased Asian participation from China, Korea and Japan. Of course the show introduces new protypes and these included : • ERJEMBRARER (Brasil) a twin jet engines for 37 passengers; • B 717-200 BOEING (USA) a commercial twin-engine for 106 passengers; • FAIRCHILD AEROSPACE 328 J (USA) a regional tw in engine jet; • BE 200 BETA (Russia) a multi-role tanker transport to carry 64 passengers or 8 tons of cargo or 12 m3 water for fire bombing ; • AN 140 ANTONOV (Ukraine) a twin engine turboprop for 52 passengers. The show is also an interesting opportunity to see into the future with the Aerospatiale Matra Airbus project which includ es: • The MRTI Rulti Role Tanker Transport • The ESRPEuropean supersonic research programme • The Aerospatiale flying wing • The Airbus A 400 M new military airlifter. In terms of revenue the 1999 air show was a big success and it was also very popular - "une bonne cuvee" as we say in French .

DASH8-Q400 - SAS Commuter will put the 350-knot Q400 into revenue service in late 1999

Emergency services are provided by the Paris Fire Brigade, the Seine St Den is Emergency Med ical Service, the Gendarmerie , th e Civi l Protection Service and t he French Red Cross. These services are under t he direction of the commander of t he Paris Fire Brigade Rescues are immediately operative as demonstrated after the Sukhoi 25 crash. Le Bourget is an international crossroa ds w here participant s can

The European Supersonic Research Program. - PERS -

I HI CONTROLLER

Airshow

Airospat iale Flying Wing - Very high capacity aircraft transport concept

The Airbus A400 M - A new military air lifter for the 21st Centu ry

ff-ff CONTROLLER

Airshow LE BOURGET AIR SHOW 1999 PhilippeDomagala,ContributingEditor This year, once again, the show started with a stunning Russian presentation that ended with a perfect crash of the latest SUKHOI on the runw ay in front of the crowd. This was followed by a near perfect ejection of the crew w ho escaped unharmed. Some of us w ere wond ering if the whole thing (a repeat of 8 years ago) was not a clever advert fo r Russian ejection seats! The other Russian star at the show was the Antonov 70 with it's "unusua l" propeller configuration. (see photo) The An70 looks like a scaled-down version of the AN 124 but w ith original contra-rotating pairs of banana-shaped propellers. the engines produce a very unique and unimitatable noise . Some politic ions in Europe are trying to push their Air Forces to consider it as a replacement for the C130 hercules and the 160 Transalls, but apparently the milita ry are sceptical. The most inve ntive and futuristic aircraft on display was without doubt th e PROTEUS. (see photo) The aeroplane, built by Burt Rutan (th e genius designing of many aircraft, amongst which was the Voyager that circumna v igated the earth 10 years ago). This aircraft is planned to fly fixed holding patterns at 50,000 feet (yes, FLS00) over major citi es to deliver tele v ision and telephone communicatio ns to large areas, at a fraction of the cost of the current satellite systems. The aircraft w ill fl y at 250 knots and has a 12 hour endurance. It is manned by two pilots that take shifts to fly it. The project is very ambitious and futuristic - just like Burt Rutan himself ...

The Russian Show with Antonov 70 in foreground

Boeing 717

Burt Rutan's "Proteus"

A IRSYS (ex Thomson-CSF) had a very large part of its Pavi lion devoted t o ATC, by demonstrating EOLIA (European PreOperat ional Data Link App lication s) using the ICAO ATN (Aeronautical Telecommunications Network). Aerospat iale, in Toulouse, lin ked a grou nd station in t he stand directly to an A irbus 340 simu lator. Vis ito rs could send messages and wit h the help of a video lin k cou ld see the messages come up on the display inside t he cockp it. A possib ility also existed to commun icate wit h t he crew in the simulator to exchange operat ional views on the system . The w hole exercise is carried out using t he ICAO approv ed ATN, t hat w ill , in the near fut ure , become the wor ldw ide standard for ATC commun icat ions This is one of t he very first AT N app licat ion s be ing demonstra t ed .

From the financial viewpiont it is usually Airbus or Boeing announcing billion Dollar orders, but this year it was Brazilian EMBRAER w ho proudly announced a 4 .9 Billion US$ order for 200 of its ERJ170 and 190 aircraft to the Swiss company Crossair. Bravo and congratulations to Embraer. To Crossair, I would like to w ish them good luck (and I mean it) because operating another 200 small jet s in the middle of an already overcrowded European airspace will really be a challenge! Boeing introduced what they called "The world's only new 100 seat aeroplane" w ith their latest production , the Boeing 717. At fir st it looks very much like an old DC9 to me (see photo), however, after a closer look yo u can see some differences . First the engines : brand new BMW / Rolls Royce turbofans, (I hope they wi ll have the acceleration/rate of climb of a BMW and the comfort of a Rolls and not the other way around.) Secondly, brand new glass cockpit instrum entation , much closer to the Boeing philo sophy. Bombardier of Canada introduced it' s latest DASH-8, the Q400 w ith 74 seats, claiming that you can break even and start to make money w ith only 22 fare paying passengers. (Yes, but it depend s a bit on the fare they pay7) SAS order ed quite a few of the aircraft that are scheduled to arrive shortly. The aircraft is designed to cruise at 350 knots at FI 240.

, 11 CONTROLLER

Airshow Finally, AIRBUS made a stunni ng air presentation of their current mode ls includi ng th e Beluga (see photo s). It was ext remely impres sive, especially the low level fly by pass. Once again LFPB proved to be the w orld best show . (Sorry Farnborough , but a bit of Gallic chauvanism has never harmed anyone! )

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1111 CONTROLLER

30 Aller0d

39TH ANNUAL CONFERENCE AND EXHIBITION OF INTERNATI ONAL FEDERA T ION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS MARRAKEC H FROM THE 6TH TO 10TH OF MARC H 2000 Secretary use only REG ISTRATION No ----------------------------------------------------

REGISTRATION FORM PLEASE USEBLOCKLITTERS ORPRINTTOCOM PLETETHIS FORM

PARTICIPANT

Family Name: Posta l addr ess :

First Name:

-----------------------------------------------------------------------··------------------·------------------------------------·-···--------------------------------------------------------------------------------------------------------------AFTN : ----------Email ·------------------------------------------------

------------- -

Tel:

Fax:

----

Preferred Name on Name Badge Associa tion/Organisation /Company

---------------------------------------------------------------------------·-------

FU NCTION AT CONFERENCE

IFATCA OF FICER

D IRECTOR

INVITED INDIVIDUAL

CONFERENCE OFFIC ER

DEPUTY DIRECTOR

INVITED ADVISER

CORPORATE MEMBER

DE LEGAT E

Note: Registration categories can be found on page 2421 of the Manual

FullMembers of MemberAssociations mustregister as oneof the above

PANEL SPEAKER

OBSERVER

A PanelSpeaker or Observeris a person attendingConference by invitation or approval of the Exec utive Board

ACCOMPANYING PERSON First Name:____ __ _____ _____ _____ ____ ___ ______ _____ __ _____ ______ ___ _______ _______ __ ___ __ ____________ ____ __ ____ ___ __ ________ ___ _____ Family Name· --------------------------------------------------Name of Person Accompa nied: --------------------------------------------------.---------------------------------------------------------------------------- -----------------------------------

REGISTRATIO N FEE IFATCA Officers Conference Officers Cor porate Members Accompan ying persons

100 100 120 120

USO

USO USO USO

Directors Delegates Invited Advisers Obse rvers

100 USO 120 USO 100 USO 120 USO

Deputy Directors 100 USO Individual Members 120 USO 100 USO Panel Speakers

Sub Total USO -------------------------------------------------------------------------------

METHOD OF PAYMENT

Visa Credit Card: Master Card Other ------------------------------------------------------------------------------------Card No : ------- ----- ----------------------------------------------------------------------- ------------------------- --------- ---------------------------------------------------------------------Expiry Date·---Card Member (in block lette r): --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------Card Member Signature (Same as on your Ca rd): ------------------------------------------------------------------------------------------------------------------------------------------------Please retu rn this fo rm to the Orga nising Committee IFAT CA 2000 before 20th of January 2000 FAX No 212233 9901-2122230297 Email bakiz @usa.net/ifatcamo @caramail.eom AD DRESS ACCS NA MOHA MM ED THE 5th INTER NATIONAL AIRPORT PO BOX 8101 CASA OASIS MOROCCO T EL CO NTACT 2122539012 · 2122339040 - 21223391 40

Ti If CONTROLL ER

39TH ANNUAL CONFERENCE AND EXHIBITION OF INTE RNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIAT IONS MARRAKECH FROM THE 6TH TO 10TH OF MARCH 2000 Secretary use only REGISTRATION No _ _______

HOTEL RESERVATION PLEA SE USEBLOCKLETTERS ORPRINTTOCOMLPLETE THIS FORM

PARTICIPANT __ First Name: _____

Family Name: -----------Postal address : --------------------------------------------

---

-----

-------------

Tel: ----------------·---------------···----···-Fax· ------------Preferred Name on Name Badge Association/Organisation /Company

AFTN: --------------------

Email :

--------- -------------

-----------------

...

HOTELS

D D D D D D D D D

MANSOUR EDDAHABI 5* {Conference Hotel) SHERATON 5* FARAH KENZI 5* ESSAADI 5* EL BORJ 4* ATLAS ASNI 4* ANDALOUS 4* MOUSSAFIR 3* PALMA RIVA 3*

ONE NIGHT DEPOSIT

130 USD 130 USD 130 USD 110 USD 80 USD 70 USD 70 USD 30 USD 30 USD

USD ·······-··················-·····-X --------·---------·----------------- Rooms=

{Single {Single {Single (Single {Single (Single (Single

or or or or or or or

Twin) Twin) Twin) Twin) Twin) Twin) Twin)

-------------------·---------------------------------------------------------

AllRatesincludesBreakfas t

METHOD OF PAYMENT

Credit Ca rd:

Visa

Master Card

Oth er ---------------------------------------------------------------------------------

Card No -····------------------------------------------------------------------ Expiry Date ----------------------------------------------------------------------------------------------------------------------------Card Member (in block letter) : --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------Card Member Signature (Same as on your Card) : ------------- --------- ---------------- ----- ------- -------- ------- --------- ----------- ----------------------------------------- -------- -----------

TRAVEL DETAILS Arrival Date ---------------------------------------------------- Flight Number ------- ------------------- ------- ------ ------ --- Ar rival Ti me --------------- ------- ------- ----------- ---------------- Departure Date -------------------------------------------Flight Numbe r ---------------------------------------------- Departu re Time ----------------------------------------------Please return this form to the Organising Committee OC IFATCA 2000 befo re 20th of January 200 0 FAX No 21223 39901-21 222 302 97 Email bakiz@ usa .net/ifatc amo @caramail.eom ADD RESS ACCS NA MOHAMM ED T HE 5t h INTER NATIO NAL AIRPORT PO BOX 8101 CASA OAS IS MOROCCO TEL CO NTACT 2122539012 - 2122339040 - 2122339140

fHE: CONTROLLER

lFATCA2000 Follow ing Conference, IFATCA 's Presiden t and Chief Executive Officer, Mr. Samuel Lamp kin, appointed a de legation of four peop le to visit the Conference Ven ue and conduct a site inspection. Due to a confl ict between the dates proposed to D irectors in Santiago , and th e availability of full Conference facilities during this per iod, it has been necessary to change the Con ference dates for IFATCA 2000 .

CHANGE IN DATES IFATCA2000 MARRAKECH, MOROC CO 6 TO 10 MARCH 2000

TRAVEL Royal Air Maree : 50 % discount on Apex fares system w ide - Con firm ed. THE CONFERENCE CENTRE The "Palais des Congr 's de Marrakech" Conference Centre is an imp ressive self-contained complex which combines artistic valu e wi th the latest modern-day technology.

Plenary

and meeting rooms are comfortable and the area reserved for the t echnical exhibition is qu ite br ight and spacious. HOT EL ACCOMMODATION

Please respect the dead line of 20 January 2000 for registration. There will be no guarantee of hotel accommodation for registrations/ reservations received after this date. The Ma nsour Eddahbi is the Conference Hotel and is immed iately adjacent to the Conference Centre . It is a 5-star hotel and is priced at USD 130/night (single or double) and inclu des breakfast. Rooms are equipped wi th air condit ioning , radio, t elevision, direct telephone , individual safe, mini -frid ge , and f ully equipped bathroom . The Mansour Eddahbi has beautiful grounds , a swi mming pool, and 6 restauran t s incl ud ing 'Le Vi ennois' w hich offers Kosher cuisine. There are two bars, a night club, and a jazz club/orien tal cabaret , in add ition to severa l shops in the lobby. The Atlas Asni is a 4-star hotel and is lite rally across the

Marrakech, Morocco USD 120:

Corporate M embers, Deleg ates, Observe rs,

Individual Members, and Accompanying Persons. This fee include s Opening/Closing Events , Lunches, Coff ee Breaks, and Transportation from the Airport to th e Hotels. TECHN ICAL EXHIBITION There w ill be a three-d ay Technical Exhib itio n held in the Conference Centre. Again, the area designated fo r this purpose is quite spacious and bright . The stand specifications will be accord ing to t he Exhib itors' requir ements. The rate per M2 wi ll be USD 250 plus additional operationa l costs . METHOD OF PAYM ENT Payment of registration and hotel fees can be made by credi t card .

Thi s location is priced at USD 130/night (single or double) and includes breakfast . A ll rooms are eq uipp ed w ith direct tel ephone , cable TV and air conditioning There is a swimmin g pool , and two restau rants, one of which is an intimate Mo roccan restaurant (reservat ions required) . The Palmariva is a 3-star hotel and resort , however it is a minimum 15 minute bus ride fro m the Co nfe ren ce Centre . (Transportat ion to be confirm ed ). This locati on is priced at USD 30/night and incl ude s a buffet breakfast. The grounds are quite large , and room s are equipped w ith tele ph on e and air con ditioning . Ther e is a sw imming pool , large di ning room and bar. The oth er hotel s listed have not bee n sigh ted as yet , and cannot the refor e be adequatel y described . REGISTRATION FEES Registration fees are as fo llows : USD 100 :

IFATCA Officer s, Confe rence Offic ers ,

D irector s. Deputy Directors , Inv ited Advisers and Panel Speake rs

Phone+ 1 514 866 7040 Fax +15148667612 Email: office@ifatca.org 1 5 - 17 European Regional meeting

Manchester, UK Contact - EVP Europe Email: ev peur@ ifatca .org 29 - 3 0 Americas Regio nal me eti ng Aruba

Contact - EVP A FM NOTE CHAN GE O F DATE AN D VENUE 28 • 29 Africa Middle East Regional meeting

travel to Morocco without a visa. THE FOLLOW ING COUN T RIES DO NOT REQUIREVISAS:

D ar

Es Salaam , Tanzania

Contact - EVPAFM Email: ev pafm@ifatca .org

or TATCA Fax+25 55 1 118905 N OTE CHANGE O F DATE AND VENUE 29 - 31 Asia Pacific Regional meeting Colombo, Sri Lanka Contact - EVP Asia Pacific

AUSTRALIA AUSTRIA BELGIUM BOLIVIA BRAZIL CANADA CHILE CONGO, DR of COTE D'IVOIRE DENMARK FINLAND FRANCE GERMANY

GREECE IRELAND ITALY LUXEMBOURG MALI MALTA MEXICO NETHERLANDS NEW ZEALAND NIGER NORWAY PERU PORTUGAL

ROMANIA SENEGAL SOUTH AFRICA SWEDEN SWITZERLAND TUNISIA TURKEY UNITED KINGDOM UNITED STATES OF AMERICA

Email: evpasp@ifatca.org

2 000 JAN UARY 14 • 16 IFATCA Executive Board Meeting, Montrea l

Contact - IFATCA Office Manager, Maura Estrada Phone+ 1 514 866 7040 Fax +1 51486676 12 Email: office@ifatca.org FEBRUARY 22 • 24 ATC Maastricht 2000 Maastricht, The Netherlands Contact - Tracey Bebbington Phone +44 208 987 7703 Fax +44 208 995 2799 Email: tbebbington@u nmf.co .u~

HEALTH AND MEDICA L REQUIREMENTS None, however medical insurance is recommended . The Medina is a short taxi ride from the hotel/con ference centre .

are several shops in t he lobb y area. The Sheraton Marrakech is a 5-star hotel and is a 10 minute wa lk (along Aven ue de France) from the Conference Centre.

Contact - IFATCA Office Manager,

Maura Estrada

Email: evpama@ifatca.org

stroll (large grounds).

swi mmin g pool and ot her spo rt s and leisure activities . There

Hong Kong

V isas w ill be issued through the Moroccan diplomatic repr esentation (embassy/co nsulate) of yo ur count ry. If such an office is not available to you, a special visa wil l be issued upon arrival in Morocco. However, you shou ld advise the Organising Committee (OC) in advance. It is expected that the OC will issue a letter to the airlines advising that they should allow delegates that are attendi ng IFATCA 2000 to

GENERAL

It is priced at USD 70 / night (single or

OCTO BER 1 - 3 IFATCA Executive Board Meeting,

VISAS

street from the Conference Centre - a very leisurely 5 minute dou ble) and includes breakfas t. Rooms are equipped with direc t telephone, cable TV and air conditioning . There is a

A GEN DA - 1999

If anyone is planning on extending the ir visit , it is important to note that this is very high season in Morocco and that a very limited number of rooms have been blocked on the dates before and after Conference. The Organising Committee states clearly that Registration Forms and Hotel Reservation Forms must be returned by the deadline date of 20th January 2000 , otherwise there is no guarantee of rates or rooms. CURRENCY The currency is the Diram . Exchange rates as of May 1999 as are follows : 1 USD = 9

1 CDD

1 £ = 15

1 CHF = 7

It was with great sadness that IFATCA recently sent the following message to the Chairman of the IFATCA 2000 Organising Committee in Morocco:

23 - 26 Airways World Aviation Rugby 10s Christchurch , New Zealand Contact - Patrick Coyle, Secretary Phone +64 3 3581500 or 3856789 Fax

+64 3 3582790

Email: wartenze@a irway s.co .nz

MARCH 3 • 4 IFATCA Executive Board Meeting, Marrakech

Contact - IFATCA Office Manager Maura Estrada

Phone +1 514 866 704 0 Fax + 514 866 7612 Email : office@ifatca.org 6 • 10 IFATCA 2000 Annual Conference Marrakech

NOTE CHANGE OF DA T E 11 IFATCA Excecutive Board Meeting, Ma rrakec h

Contact - IFATCA Office Manager, Maura Estrada

On behalf of the International Federation of Air Traffic Controllers' Associations we wish to convey our sympathy to

Phone: +1514866

7040

Fax:

7612

our Moroccan Air Traffic Control colleagues, the 2000

Email: office@ifa tca.o rg

Conference Organising Committee and ON DA, on the sudden death of you r leader King Hassan II.

13 · 15 Inter A irport Middle East

In acknow ledging th is very sad event , we also w ish peace, goodwill and a long and successful reign to his son and your new leader, King Mohammed VI. W e are looking forward very much to visiting your country next year for our 39th Conference .

+1514866

Dubai Contact - Tom Gordon, Ex hibition Manager

Phone: +44 1707 275641 Fax: +44 1707 275544 Email : enquires@inter-airport

.com

' >I CONTROLLER

Charlie's Column OVERHEARD ON THE FREQUENCY : (FROM UK Guilds "Transmit") British Airways B737 following another BAW ATP Turbo prop: TWR Controller : Speedbird 123 line up and wait . Pilot 737: Speed bird 123, Roger, lining up, we are ready to go ... Controller: Roger, but I have to wait until the ATP ahead has passed altitude 3000 feet. Pilot 737 : Roger Tower, it will be dark by then. LUCKIESTPILOTOF 1999 CONTEST. The first contender for this year's award goes to the Captain of the AVENSA Boeing 727 on the Caracas Flight (Venezuela) to Quito (Equator) last June. The aircraft, carrying 110 pax was supposed to land at Quito International Airport, but landed instead in a small general aviation airfield 40 miles away. When our Captain realised his mistake, that the length of the runway was less than half he expected, he decided to apply full power again and go around . As the 727 was trying to lift off again, one of the main gear wheels hit the wall of a nearby cemetery. (They always place cemeteries near airfields, I still wonder why.) The 727 managed to find the real Quito airport, and after the wheel was changed, the 727 returned normally to Caracas.

AUSTRALIANPILOTSHAVE WARM BLOOD. Last May, at Melbourne Airport, Australia, a Quantas B767 was delayed on arrival due to ATC congestion. This apparently infuriated the Captain. After landing the captain started to complain bitterly on the frequency to the ground controller . The captain of another Quantas B767, which had also just landed, upon hearing this wen t to the defence of the controller by saying on the frequency to the offending Captain : "Your 3 minutes are up . Are you extending?" By coincidence the two 767s ended up parked side by side on the terminal . As they left their respective aircraft, the y had another argument on the tarmac, in full sight of all the passengers disembarking. Both Captains were then seen to be pushing each other before finally entering into a fist fight. They were separated, and the 'offending' Captain has been demoted to First Officer for a year. Captains fighting over ATC? Whatever next?

CHARLIE'S MANAGEMENT COURSE Found recently , a nice piece of advice for managers, (or controllers that want to progress in their lives). It is calledHOLDINGA MEETING:and it looks like an advert in a magazine: Feeling Lonely? Tired of worki ng alone? Want to expand your horizon 7 Then why not HOLD A MEETING I Meet people, Draw flowcharts, Feel important, Impressyour colleagues ! And all this in your working time ! MEETINGS : The practical , alternat ive way to wo rk .

WHO IS THE MOST STUPID : MAN OR BIRD? Birds are notoriously stupid animals, especially t he type that hang around airports and cause hund reds of thousand s of dollars wort h of damage to aircraft in nearly every airport every year. So much so that many airpo1is have recruited so called bird -scarer br igades that , w ith various levels of sophisticated equipment , try to keep birds

1HI CONTROLLER

separated from aeroplanes. Sometimes a fixed system of loudspeakers, supposed to imitate bird's of prey distress calls, are installed and can be activat ed by the TWR controllers when the birds approach . On a beautiful Summer morning, last July, dozens of seagulls w ere standing still beside the runwa y at Le Bourget airport, near Paris. A Boeing 737 was about to taxi for the runwa y, so the TWR init iated the loudspeaker system to get rid of the birds, but the system failed and no sound was heard . They called the special ist, and the man in charge decided to take his car and his gun and scare t he birds himself. He drove towards the birds and fired at them. The birds were scared and took off, unfortunatel y, exactly at the same time as the B737 . Result : multiple bird strikes, one engine destro yed , leading edge and gear damaged, all this some 4 seconds after lift off. The B737 barely managed to return and fortunatel y nobody was injured. (excep t the birds) A representative of the birds is rumoured to have declared to the media that if the bird-scarer had not fi red , the bird colon y, probab ly wou ld have either stayed w here the y w ere, or took off A FTER the 737 had departed. The bird-scare r was unavailable for comment.

DOG BITESPLANE Also last July a passenger chec ked on to a United Airlines flight to San Fransico w ith his do g. The dog w as put carefull y into the standard animal cage and placed in the cargo hold of the Boeing 767. After take off , th e dog managed to open the door of his cage and run free in the cargo area. For an unknown reason it decided to spend the time play ing wi th the cable bundles . He managed to cut a big bunch of cables, particular ly the land ing gear w arning lights and those that command the flap s. The pilots we re able to land safely but at a higher speed than normal due to non availabilit y of flaps. When opening the cargo door, lugg age handle rs reported that t hey found the dog wagging its tail, appare nt ly eager to disembark . The airline and the FAA are invest igat ing how t he dog got loose and an animal psychologist is try ing to find out why the dog bit the cables. I bet we w ill have a Walt Disney mov ie about t he incident soon .

SAMBALINOS Nice idea of CROSSAIR to name the 200 Brazilian Embraers Regional Jets the y just ordered "Sambalinos" (after the BAe 146 "Jumbo linos") The idea is probabl y that when the aircraft hit s turbulence , t he cabin crew wil l play some samba music on t he PA. and te ll t he passengers the whole th ing is part of a new "In Flight" ente rtainment system .

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