contents: nc thanks to · contents: * comment * from the executive board with * nc days and flow...

CONTENTS:

* Comment

* From the E x e c u t i v e Board WITH * nc Days a n d Flow Facts - uart3

THANKS TO:

* BOB v.d. FLTER Dep. Editor

* MARTIN GERMANS A r t : work

* JOSETTE NOELMANS Word processing

* PAUL DEMELINNE Lay-out:

f r o n t cover photography:

* ROB HOLTHUI S Beek

A l l correspondence to be addressed to:

The E d i t o r 'INPUT' P o s t b u s 47 6190 AA BEEK ( L ) The Netherlands

by ~ o b van dar Fl i e r

* Medicines and Air Traffic Controllers

PAGE :

by Dr. Evrard - former Med. Consul tan t Eurocontrol

* 1991 IFATCA Conference Repor t Comm. C - by Ollie Habel.

* Digging up the past by S t i j n Mestens

* Letters t o INPUT 20

* EASIE by -Pbilippe Domogala

* An American in Europa by 1st LT. Robert L. McCarty

* EGATS Technica l Commtttee by Ernie Peace

* The Controller's Talent and Role

Contributors to ~ n p u t Ike expressing t h a ~ r peraonal p i n t s of view and oplnlons, which are not necessarily those of their nmployers or EGATS. EGATS does not assume reapansibsllty for s t a t e m e n t s

made and/or opinrons exprsssed therein. It daes accept respons~bil~ty for giving those contri-

butors an opportunity to oxpress tbeSr viaws and opinions.

MO PART OF THIS MAGAZINE MAY BE REPRODUCED OR TRANSMITTED It7 ANY

FORM DA BY ANY MEANS, WITHOUT WRITTEN PERMISSIOH FROM THE EDITOR,

AN EXPLANATION

As some of you may have noticed (!) we have yet another new cover for INPUT. This was, in fact, not the intention when I introduced the last change two issues ago. at the beginning of this year. Our cover is sponsored by the ABN Bank, who again renewed their agreement for 1991 and enough covers were printed to last well into 1992. However, shortly after this was done the ABN and AMRO Banks merged and a little later it was decided to have one logo and one name. The old logo could no longer be used after September, hence, out with the old in with the new. The ABN-AMRO is continuing the good relationship we have with them and I get the chance to try another new look! This is a montage made from a slide by Danny Grew d a Cubana lL62 next to our building, having just been repainted by our neighbour GPA, superimposed on a photograph of one of our radar screens. The whole effed was produced by Rob Holthuis - the airport's tame photographer! The only thing that stays the same is the Editor - Sorry!.+

COMMUNlCATlON - To whom ft concerns.

Communication is the most vital part of our worka- day life in the Operations Room. If MADAP fails or one of the radar systems falls out there is always a way round the problem. The communicaZions system is the common vital tool which is always in use, lose the frequency and all is lost. Management principles are based upon communication. Good management means simply doing just this - in managing people especially and in order to carry out this task out fully there should be mm- munication by asking opinions, drawing conclusions and the passing of answers and instructions. Communication is therefore a link between two or more parties in any or all directions. Each of us needs to communicate in order to carry out our daily tasks. Conversely, contact can be made, much can be said but that does not necessarily mean that it has been correctly understood. In order to communicate, Operations Rooms and cockpits all over the world use a set, standard phraseology, suitable for each and every even!. There should be such self-discipline that this is not deviated from, leading to misunderstanding and possibly disaster. Sloppiness in phraseology can lead to a general lessening of accuracy elsewhere in procedures, resulting in a poor working atmos- phere and a dissipation of team work - vital in our world. Whatever the traffic level all has to tick-over- like-clockurork, seconds can be cruciak. Instant and precise communication should be given and received but never ignored. +

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EXECUTIVE

MESSAGE

The summer period with all its hectic and for most of us a well deserved annual rest, is over. We are now going to prepare for the next one. Lessons, we may hope, have been learnt. Delays $till exist but fortunately this summer no industrial actions led to complete chaos as was the case in the past. Things are happening both in Maastricht and in neighbouring centres.

In house an agreement was reached on some hot issues. Criiicism was heard on the way our control stafl put pressure on the Organisation to reach their goals. Some of it may be justified, but one important ,

point shall not be overlooked: At Maastricht a dispute which existed inside the Organisation was kept indoors. No airspace closures ar delays were caused by us because we could not reach an agreement with our Management.

Finally we solved (?) our problem where it should be solved: at the negotiation table. In the meantime changes to the agreement have been introduced by our Management without consultation with the staff involved. Let us hope that the now existing packet still contains enough material to satisfy the majority of the affected staff and that our management, at least as to what the introduction date concerned, sticks to its promise. Despite the decency of E negotiators and the sort of pressure used by the control staff at our Centre the way things were handled later on b not very motivating and creetes fear in this respect for the future.

Operationally seen we must worry about the future introduction of CANAC, the new ATC system for

Belgium. With the introduction of CANAC the division level between Maastricht UIR and the Brussels FIR will be raised to FL 245. From what we have heard from our colleagues in Belgium this was done for economic reasons only, Extra route charges must help finance their system. From an operational point of view one can conclude that the efficiency is reduced enormously. Let me make a comparison: A new hospnal is buitt and the equipment for the operating theatre is purchased. The surgeon who has to work in it says that with the equipment available and the way he is supposed to work within it, his efficiency and therewith his quality of work will reduce. His customers, patients, will complain, he ,

will complain. He complains from a professional - point of view. His patients want to rely on the quality and safety of the service they receive. Not so in ATC. Anything can be introduced and nobody, controller nor airlines (= customers = patients), will say anything. The inefficiency of the present ATC system has cost the airlines US $2.4 Billion in 1988 with an estimate of US $31 Billion in the year 2000. My question now is, why don't they say anything? Are they worried that their estimate for the year 2000 will prove too high if they really start fighting for a higher efficiency of the ATC system? Through this President's message I appeal to the Board of the Belgian Guild of Air Traffic Controllers to meet and discuss openly and without outdated sentiments of nationalism. This, because this last vice has cost aviation already too much over the past decade. Let us hope the invitation is accepted and that through constructive talks the Belgian airspaoe can remain a pleasant airspace to fly in.

Fred le Noble, President EGATS.

l N PUT

Every now and than I hear persons wondering: "What has EGATS done on this or that? What has been done? Not an awful lot!" This is not fair. Six elected people working shifts cannot do all the work, cannot be always tolally informed about every issue. EGATS is what YOU make of it. If there are questions, worries, things to be done, the members should bring this to the Executive Board, who can than take action or develop plans. It is very much appreciated that persons donated a duty to the EGATS €.B, again during the IFATCA Annual Conference. At least it shows that motions accepted at the Annual General Meeting are not totally empty. IFATCA EVP EUR requests its member associations to report all shortcomings and deficiencies in the airspace, along the models of resp. ICAO and IFALPA, especially related to SAFETY and CAPAC- ITY aspects and can include ACC matters such as: technical deficiencies, lack of equipment ar radar coverage, procedures reducing capacitylsafety,

constraints resulting in (or from) ATFM, coordination, etc ... An idea is that a list should be updated evev year and presented to international meetings of ICAO, ECAC, etc. .. Anything? Please, EGATS locker 282 in the Oper- ations Room. EGATS will try to organise a lecture on TICAS and Satellite Navigation in the near future. At this event also the Corporate Members of EGATS could be invited and presented to the members. Corporate Members of EGATS are: Siemens-Plessey, Holland Signaal, Network Sys- tems, Japan Airlines, GEC Marconi, Dan-Air Ser- vices, Marconi Radar, Computer Comm. Software and Air 2000. For persons travelling to Dusseldorf or Cologne Airports and not wishing to take their cars there is a possibility by bushrain now. The train sewice between Maastricht and Aachen is ,

probably discontinued next year because there are not enough passengers in the 8 trains per day. Therefore a bus service has started from Maastricht Station to the Aachen Station via Gulpen and VaaIs, it takes some 45 minutes. From the Aachen Bushof there is an Express bus to the respective airports, called AIRPORT AIXPRE- SS. New membership cards will be issued before the end of the year. A passport-picture will be required, so be prepared. The members not having an IFATCA membership card yet, please contact me.

On the 28th of August 1991, our col- league and friend Klaus Haage left us forever, after one year of fruitless struggle against the insidious sickness of cancer. Klaus began his ATC career in Germany, where he worked as controller for the "Bundesanstalt fur Flugsicherung" for 14 years. On the 1 st of March 1974, Klaus joined EUROCONTROL and took up duties at Maastricht UAC. Besides his excellent work as controller he also acted successfully as Deputy Supetvisor in the Han- nover Sectors for about 10 years. Several other activities, such as member of various working groups and staff represemta- tive in the Staff Committee, made Ktaus known to all of us not only as reliable and professional collaborator but also as a person full of humour and good mood, not forgetting any kind of support for other people's problems. Dear Klaus, we mourn for you and we will not forget the time we spent with you.

Your colleagues and friends.

l art Three

Washington D.C., the US FAA's Air Traffic Control System Command Center (ATCSCC) right aller lunch time.

Telecon We were back just in time to join the daily Telecon. Twice a day such a Teleconference is held. Here- by all the flow control units spread out over that nation are connected to each other via (speech) communication-lines (mufti-telephone). Following a fixed scenario, all the units report relevant information to the Central Unit. Since all parties concerned nation-wide are connected in conference, anyone involved can listen in and pick out their parts. Thus, a tele-brleflng . While we were there, problems were discussed about the closure of one ot the main runways in JFK (New York. Kennedy airport). Although there are many main runways, the wind was such that the use of alternative runways was difficult. Conclusion, flow restrictions to be imposed for destination LIFK, taking into consideration the capacity of the remaining runways available for landing. (Note: See previous INPUT issue for detailed procedures).

Apart of this specific telecon on the level of flow management nation-wide, every morning a hlgh- level management telecon takes place. All the managers and their high level staff in charge of the different air traffic units nation-wide meet per telephone. One may say, an exchange of relevant information on the state of art. Since this is done through a telephone conference, whereby a room full of people are listening-in to the switched-on telephone loudspeaker, all concerned are imrnedi- ately aware of whatever is going on in the country. While we were invited to participate that day, part of the Denver air-fuel supplies were on fire (November '90). Of course this was item number one to be reported, so everybody was aware of all the details and its effects on the traffic. Very effective! 1 imagine this daily high-level management telecon saves a lot of money for mission orders, instead of having these directors travelling around from unit to unit. Apart from the fact that the whole procedure takes only about 15 to 20 minutes, So, thereafter everyone is back in his office again, ready for production instead of sitting in a car or airplane for many, useless hours. And ... everyone is informed daily of what is going on, not only at the place of

his direct concern, but as well of the other places. Sa, a better overall understandlng. To me, it gave the impression of a very effective way ot working. One is there, where he is needed! And still with all the necessary information.

Second day

Next morning we had to be in early, since we were invited to the dally brleflng in FAA Headquarters. First yesterday's weather debriefing to explain what went wrong with the different weather phenomena, if at all, or why particular predicted weather phenomena stayed out. Thereafter yesterday's debriefing on flow management events, like why certain, may be unpopular programs were imposed. Then yesterday's debriefing concerning ATC matters, e.g. the preliminary facts on a reported infringement of separation ("airmiss"), which occurred. By providing this infarmation, first of at1 everyone is aware of this, at least in a factual way, secondly everyone has been provided with the correct information as such. Eventual spreading of rumours is herewith avoided. Next is the weather man again with today" briefing, indicating where the problem areas may be expected. Again he predicted another day with high temperatures for Washington in November. The flow manager followed providing his information on expected problem areas. Finally, someone, giving some general information. The way I understood it, at this early time in the morning, it concerned relevant info for the different departments, as being represented here. Remember, this is FAA Headquarters.

Leesburg . For Andy and myself, there was a ride planned to a place called Leesburg. Here the Washlngton ARTCC is situated. In other words, we were surprised with a visit to an American Area Control Centre. Upon arrival the first day, as had already been explained by ATCSCC's Manager, Joe Foster the aim of our visit was understood to be to show us as much as possible in relation to the American Flow Control System. Having spent a day in the Central Flow Control Facility in Washington DC we also had to understand the way of working in a field unft. Thus, efficient as the system runs, a telephone had been picked-up and an appointment was made. Kathryn was invited with us, so she was asked to arrange her business for that day in such a way, that she was able to join us as well. Simple, effective and easy. Off we go! It took us about an hour and half, driving through the beautiful landscape surrounding Washington, in fact being the State of Virginia. This gave us the opportunity to have a chat on a lot of other things, which normally is hardly possible in a short timed visit.

ARTCC Washlngton Arriving in the ARTCC Washington, we are wel- comed by the field flow unit manager, and thereafter we had the pleasure of being under the care of Ron Haggerty, Assistant Manager Traffic Man- agement of this traffic management unit. Straight away we are led into the operations room, where in a corner of the room the flaw management unit is situated. Since in part two of our story we have filled you in already with all the technical details of the US Traffic Management System (TMS) as such, we'll limit ourselves here to same detailed impressions. And, impressed we really are!! Immediately our attention is drawn to the two big radar screens showing apparently live traffic. We clearly distinguish several streams of traffic. Radar blips, lined up behind each other and all following the same airway to, as it looks, the same destination. Ron's explanation makes it clear that this flow of traffic is all heading for the airports in the New York area. All the aircraft are lined up with the same speed. me sector radar controllers are taking care of that problem by applying common ATC procedures. By doing this all the aircraft will, in a way of speaking, fly straight to the runway approach fix

of the active landing runway. That is to say, the main runway in use for the traffic approaching from this side towards the field. Aircraft from other sides, e.g. from the North, use different landing runways, if available. In short. the Area Traffic Control Centre lines up the traffic already en-route, speed-conlrolled. Hereby, simply said, it will fly right onto the runway. Thus, with speed control there is not only a highly effl- clent use of the available space in the ainuays, and in addition, a main line-up for landing is established. That is what one can call: Dynamic Flow Manage- ment radar assisted.

FLOW MANAGER. The flow manager, at his radar-site, has available a normal telephone communication system, through which he can communicate with whoever necess-

ary. Also he can be phoned, e.g. for allowing aircraft to join the queue. Surprise, surprise. Suppose therelis a hole in the queue of let's say about 15 miles. The flow manager can ask the appropriate sector to increase this hole by e.g. 5 miles. By doing this he will allow another aircraft to join the queue. This one can be an airplane from a close by airport. In such a case, sector radar controllers will vector aircraft concerned in a way that they fit exactly into the existing queue. In other words, aircraft sitting on the ground at nearby airports are fltted Into

\ the stream for main destlnatlons, like the New York airfields. How does the flow manager communicate with the sectors concerned? We see that, for this purpose, the flow controller uses a walky-talky. If he likes to fill a hole, so to say, he contacts the sector supervisor concerned, explains the situation and leaves it to that sector supewkor to deal with the problem in his sector. This sector supervisor in turn, talks to the controller at the appropriate position, who will execute the request.

In the past, the flow manager used his telephone to talk to the sector supervisor. Maybe, this man happened to be at the position, which has to deal with the problem. However, since his telephone is at this desk in the middle of his sector, he walks back to his desk, answers the phone, walks back again to the position he just left and talks to the controller. Not efficient and very time mnsuming. The American solution: All the sector supervisors and the flow managers have a walky-talky. Through this wireless radio-set, the flow manager calls the sector supervisor concerned and indicates, right after establishing contact, the radar position concerned. While explaining the problem, the sector supervisorwalks already to the position as indicated and upon arrival there, he immediately informs and instructs the radar controller as appropriate. Quite simple and very efficient. "Sector 6 from flow". "Sector 6, go ahead". "At radar 24 1 see a hole of about 15 miles. Can you extend that to 25 miles. I've got one sitting in Norfolk that can go off any time now. If your man at radar 18 pidts him up, he can put him right into it". "Sector 6, that is understood. I'll call you back".

TRAFFIC BETWEEN EAST AND WEST COAST CENTRES.

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INPUT

TrafAc Management Is the balancing of traftlc demand with system capacity to ensure the MAXIMUM EFFICIENT utlllsation of the total (Natlonall Alrspace) System, thereby producing a safe, orderly and expeditious flow of air traffic, while MINIMIZING THE DELAYS.

By the way, as soon as there is a delay of more than 15 minutes issued to an aircraft, a log entry has to be made and a investigation follows. The results are passed on to the company involved.

All Air Traffic Control facilities record, report and track these 15 minute delays for the purpose of evaluating the effectiveness of the traffic management system.

The trafflc management system suppofls the prlmary air traffic control mission of separation by providing a more disciplined flow of traffic, whereby aircraft are spaced properly and peak- ing b reduced.

Statlstlcs. Next stop on our visit brings us up in the offices. Here we learn that every day counts are made of all traffic, split per sector and position. Also, counts are being made of the flow management operation, so as to improve the flow situation.

Centralise the day-to-day operations of all traffic management actions to Improve the systems efflclency and consetve fuel. We are introduced 10 the statistical manager. This is in fact an non-air traffic control type, but he knows all about statistics and computer operation. He puts all the traffic counts into the computer and has it sorted out in such a way, that it can be presented in very nice graphics, colour and all. In this way, all moments of action can be presented in statistical pictures. Now, if a c~ntroller thinks he experienced such a high amount of traffic, in his opinion exceeding the sector capacity, the statistical expert is advised and he will produce the statistical picture of that time period. Through this, management is, on one hand, able fo judge, whether a certain situation implied too much traffic, and if so, it can, and will, investigate for what reason. If this event repeats itself more often, apparently there is something wrong with the balance between demand and capacity. On the other hand, may be the controller only had the impression that he had too much traffic. It could have been more difticuIE traffic than he was normally used to. Then no further action will be taken as such. Most important of all is the fact, that through these statistical pictures, the facts are being presented and not the emotlons. "By taking out the emotions, we can discuss the problems much better with the controllers", Ron explains. Typical straight forward

EUROCONTROL GUILD OF AIR TRAFFIC SERVICES

management, effective and satisfying specially for those controllers (I've no further comment to this, but I'll certainly remember the simplicity of solving this problem, which, by the way is typical for the American way of working, I think). Here ends another magnificent day. We have seen and as such we are convinced now, that Alr Traffic Flow Management is hardly possible, if this is only centralised from above. The real solution to flow- manage traffic is the combination of overall centralised flow management assisted by, let me call it, local (en-route andlor terminal) flow management. Only then does a complete SYSTEM exists, which allows for a flow management constel- lation effective in all its aspects, from top to bottom and the other way around. Kathryn drove us back in her 4WD. "I've bought this one to be sure not to get stuck in the snow in winter time". She took a different mute this time, One leading us through even more beautiful surround- ings of Washington. Preciselywhat we needed after two days of hard work. Imagine, naive as 1 am, I expected to visit the FAA for a few hours, thinking that I would have enough material to wriie a story ?hen. Only now, after having seen the completeness of the system do l have enough material to write the story which I wanted to write already for such a tong time. With conviction! But not only that, I think I finally understand what FLOW MANAGEMENT is all about! 'It is not flow control, it is flow management we apply here", Joe Foster said earlier, while it only took us about an hour and a half of driving back. In the evening rush it takes him at least three hours to get home. But, therefore instead he continues to work for another two hours in his office. Thereafter, he will be home within just over an hour. Thus, by staying longer at work, he still arrives home at a good time. "And these hours are productive as well", he smiles, What was that story again about the balance between demand and capacity?? Joe, Ron and specially Kathryn, and of course all the others, you really fixed US an exiting two days. We really are grateful for this. Flow Management is more than simply flow control. Do it the American way. Efficient, economic and fuel consewing. Would that ever be possible in Europe or is that only a dream? We owe special thanks to Pan American Airlines, one of oldest in the world, who helped us over the "pond.

TRAINING (LIFTING THE GENERATION GAP)

INPUT

by Dr. E. Evrard-former Medical Consultant at Eurocontrol

About fifteen years ago EGATS had a "Medical Committee'"nsisting of Brian Easy and Wim Pienernan. One of the results of that committee was the publication of the (then) Medical Consultant to E~rocontrol's thoughts on the subject of medication to controllers. After all those years, when recently reread by Wim Pienernan, still with Eurocontrol and still an EGATS member, it is considered very valid and moreover, suitable for publication in INPUT. Here it is.

1. Air traffic controllers, just as other men, are subject to illness, indisposition and fatigue. They may therefore have excellent reasons for taking medicines, either on a doctor's prescription or without a prescription when they feel that their condition is not seiious enough for them to consult a doctor or that they can deal with certain corn- plaints or fatigue by taking standard medicines whose effects are well known and well established.

2. The number of medicines available is increasing constantly. Certain of these can only be obtained from a pharmacy on a medical prescription but many others can be purchased without a prescription. Moreover, it is common knowledge that in addition to their intended action and the therapeutic indications doctors ascribe to them, as are detailed in the directions for use, many medicines have other actions and applications. They are also very often found to have very marked side effects or to demonstrate variations in their normal action when a user is away from his usual environment.

3. Some of the side effects of certain medicines are often of special importance with regard to cantrollers. In fact certain medicines diminish alertness, impair the mental faculties necessary far

making rapid and sound decisions, or disturb sight or hearing.

4. When medicine is administered to a controller, whether for prophylactic or therapeutic purposes, consideration must not only be given to the effects of the illness itself on the controller's physical condition but also the all the repercwssions the prophylactic or therapeutic treatment may have on the controllers's specific professional aptitude.

5. Many doctors are largely unaware of the sod of activities entailed in air traffic control work. They do not always fully and clearly appreciate the sensory, intellectual and mental abilities required and therefore do not always think of the possible dangers of the medicines they prescribe for controllers who consult them, or else they do not even consider the possible side effects of these medicines in the special context of the safety requirements of air traffic control tasks.

6. The practical problem is twofold, involving: a. the controllers themsekes; b. the doctors who treat them.

Undoubtedly, however, it is the contm!ler's responsibility that is directly involved in both eases even though the degree of this responsibility is open to discussion in each case.

7. Controlters should be particularly circumspect in using active medicines which might have harmful physical effects during their periods of duty, especially it they have embarked on self-treatment without consulting a doctor.

Two common-sense rules should be observed:

a. No one should undertake self-treatment on their own initiative and take medicines without rnedi-

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cal supervision if they are not fully conversant with all the contra-indications and side effects.

Every man ib his trade.

When a doctor is consulted he should be told immediately of the type of work done and be given a proper explanation of what is involved. He will then be able to make an informed decision as to whether certain medicines are contra indicated because they have effects which could be detrimental to the performance of air traffic control duties.

8. It is impossible to provide a full list of substances which controllers should not take - unless it is with a doctor's knowledge - without having to be absent from duty.

Some general guidance is given below with particular reference to situations where a controller might be tempted to undertake self-treatment.

Controllers should be aware of their side effects. Most have a hypnotic effect, i.e. they induce somnolence. They impair aledness and concentration. If a controller has to use antihistamines for desensitization purposes, there should be an interval of 24 hours between the time he takes the product and the time he resumes his duties. When used to decongest the sinuses, pharynx and nose, excessive doses can, in addition to somnolence, provoke irritability, an unduly rapid head beat and visual disturbances. Whether taken as desensitiz- ing agents or for any other justified purpose, antihistamines should be used by controllers only on medical advice and under medical supervision since only a doctor is qualified to decide whether a controller should be taken off air traffic control duties and for how long.

10. Analgesics

a. When medical treatment requires the use of morphine, opiates or narcotics, the doctor concerned will of course order the patient to be absent from duty for a period that will depend on the illness concerned. For a controller to take such medicines surreptitiously or without medical supervision is inadmissible since they can be obtained only on a medical prescription. b. Mild analgesics such as aspirin, pyramidon, and phenacetin and also codeine tablets and similar products are used to provide temporary relief 04 headache, toothache or vague pains of mild inten- sity. In such circumstances these drugs are not contraind icated and controller duties may be wn- tinued provided the state of health is not such that it clearly constitutes a source of danger to air traffic safety.

l 1 . Sedatives - Hypnotics

Whether alone or in combination, these drugs are dangerous because they induce somnolence, are habit-forming and impair mental and sensory powers if taken in repeated doses withhold proper medical grounds. It should not be forgotten that the somnolence and mental slowness may persist for several hours after waking from the sleep induced by these medicines. In addition, the habitual use of barbiturates frequently results in moodiness, emotionally, irritability, etc.

this group comprises an extremely large number of medicines intended to reduce anxiety and to create a feeling of peace and psychic stability. All these products, however, also reduce the subject's ability to react, distort his judgement and give him a

dangerous confidence in his own capabilities. Most tranquillizers are potentiated by alcohol : even a small quantity of alcohol greatly magnifies the intended action of a given dose of these medicines. This is now considered to be the cause of many serious road accidents. If the use of tranquillizers is necessary, the reasons for which the doctor prescribes them should, in principle, entail the controller's compulsory absence from duty.

Many medicines in this category are much in fashion and controllers can get them easily by obtaining prescriptions from doctors who are not familiar with their danger-S in the specaic case of air traff ic controllers and can then take them without reference to competent medical advice.

13. Stimulants

These products heighten alertness and combat feelings of fatigue. Most contain amphetamines, substances which are strictly forbidden under national and international reghations relating to drug abuse in the field of sport. Where constant medical supervision is not necessary they may be prescribed in small doses by the doctor to counter- act depression and fatigue. It should not be forgotten, however, that they are no substitute for the rest and sleep needed to overcome tiredness. These products are widely incoprated in many appetite- suppressant preparations that are prescribed to aid weight reduction. In this form they can be dangerous if used without medical advice and supervision. If a doctor prescribes them he should in the majo-

rity of cases consider whether the controller should be taken off air traffic control duties for part of the duration of the course of treatment.

14. Antigastralgic, antidfarrhoeal, antispasmodic and antirheumatic agents

Few of these drugs have undesirable effects if they are used only occasionally prior to consulting a

doctor. Nevertheless, if the trouble is anything more than .slight discomfort, it is wise to take them only when prescribed by a doctor. It is all the more essentia! to consult a doctor if the trouble persists and becomes chronic.

15. Antibiotics, anticoagulants, insulin , cortisone

The use by controllers of antibiotics and sulphona- mides as such is not specifically contraindicated. It is not so much the use of the medicines as the illness for which they are prescribed that might constitute a contra-indication.

The same is true of medicines for treating tubercu- losis, of antic0 agulant insulin, oral antidiabetic drugs and cortisone.

It would be folly to use such medicines for self-trsat- ment without a doctor's prescription and advice.

16. Hypotensive drugs

Hypotensive agents could give rise to certain problems. It is essential that the controller should not conceal his profession from his doctor since the latter must be in a position to be able to judge whether the administration of these medicines is compatible with controller duties. These should be no question of such medicines being taken by a hypertensive controller without his consuhing a doctor.

17. Antimalarial drugs

Antirnafarials taken in prophylactic doses before and during a stay in a region where malaria is endemic have no toxic, adverse or dangerous effects as regards the performance of controller duties.

18. Miscellaneous

Apart from the substances mentioned above, there are obviously many medicines available to the controller that are obtainable without a medical prescription and can be used without medical guidance. Noteworthy among these are the many products sold for weight reducing purposes and for cutting down or stopping smoking. The controller should be particularly circumspect about following advice given by friends and acquaintances. Before taking such medicines he should consult a medical practitioner who is well acquainted with the activities a controller must perform in the exercise of his duties.

Obviously the use of stupefacients (heroin, hash- ish), narcotics, psyched (LSD) and other drugs is

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incompatible with air traffic control duties. Anyone ,

cines or unable to take into account certain aspects I of the responsibilities his patient assumes when exercising his duties as an air traffic contraller.~

REPORT FROM COMMITEE C (IFATCA 91, PORT OF SPAIN). As you still might know Committee C is dealing with professional matters concerning ATC: i.e. Enviran- mental and Human Factars (E & HF) and Legal Matters. The working papers were mainly produced by standing committee (SC) IV (E & HF) and SC VII (Legal Matters). Some items from the work programme this year were :-

SC IV: a. Definition of Essential and Minimum ATC Ser- vice during industrial disputes. (Due to the complex- ity of this matter, it was already discussed in last year's conference). b. Licensing of ATCOs; c. Licensing of ATFM personnel; d. Stress in ATC; e. Substance abuse.

SG VII: a. Substance abuse (drug testing) legal aspects; b. Policy on hijacking; c. Practical legal aid programme; d. Use of recorded data.

As you can see the wok programme was quite heavy, and sometimes long discussions took place to cover all points of the subject before we could finally come up with an IFATCA policy. During various sessions I was accompanied by Natascha (who for the first time looked into Commit- tee C) and Fred (an 'bold-timer'yn the business).

Every evening our "band-leadel" (= chief of delega- tion) Philippe called us for a debriefing and the items for the next day were discussed. If you want to know more about some working papers and the result of the discussions ask YOUR EGATS - IFATCA liaison officer : P. DOMOGALA. This conference, personally ended after a 36 hrs. trip from Port of Spain via Caracas, Santo Domingo, Madrid and Amsterdam, where all my personal belongings, passport, driving license, camera and some little money also, were stolen. What a trip!!

4 Ollie Habel

DIGGING UP THE PAST

Y Y Y

It must have been a b u t four years ago when we were digging our first holes in the earth looking for a 8-17, you know, one of those majestic four- engined bombers of the USAAF which flew a thousand missions over occupied Europe during the Second World War. Many of them were shot down over Holland and Belgium and crashed or made an emergency landing somewhere in a field, One of them crashed in a field only two hunderd metres behind my grandfather's house and burned-out. Forty-two years later we were digging it up again, or at least, hoping to. We, that is my best friend, Peter Colis and mysetf are both World War Two aviation enthusiasts. We didn't find many 8-17 remains in that field, some plexiglas, a hundred or so bullets, chaff, pieces of flack vests, etc ... , but our interest in W.W. II crash sites had grown. We definitely wanted to look for more crashed planes. By the beginning of the following winter, when the crops were out of the fields, the only time when one can dig holes in a farmer's field, we had obtained a list of crash sites in Belgium. The person who had provided us with this precious information was Fernand De Jonghe, an enthusiast himself with experience in excavating planes. He had participated in some excavations in Holland and would help us later on with our third project. This time we were again looking for a 8-17 which had, according to our list, crashed in Kortrijk-Dutsel. As we only knew the village where the plane had crashed and not the exact location, it would be very hard to pinpoint the crash site. The only way to get this information was by asking older people if they could remember the crash. That's what we did. Most conversations started with "WHAT are you looking for?!" but soon we heard a b u t a guy who lived up a hit1 and knew more about the "big plane that had landed here". We ended up talking to R, Briers. He told us the plane had really landed in a field not far away, at the end of the war. It was left there almost intact untouched by anybody because

of the bomb load which could have still been inside and therefore highly dangerous. After a couple of days people started stripping off parts using them for a wide variety of constructions. One guy had used the flaps and ailerons as a roof for his chicken map (a big one I suppose!). Often people just: wanted to keep a souvenir. Finally the iron mer- chants cut the plane into pieces and dragged it away. So, there wouldn't be anything lying around there anymare. "But", he said, point to a field down the hill, "in the corner of that field there still must be some remains of a Spitfire which flew into the ground sometime in December 1944. On a cold and misty morning the pilot had bailed out and landed with his parachute in a cherry tree. Although the ground was Irozen, the plane had dug itself deep into the ground and was only partially removed aftenuards". Mr. Briers was sure that it was a Spitfire because he had worked On these planes after the war in the Belgian Air Force. We figured it would be interesting to go down and have a look at the field. Although A Spitfire is four times smaller than a B- 17, there still could be something in the ground. It migM seem strange to walk over a field looking for parts of a plane that had crashed some forty-three years earlier but each time a farmer ploughs his field, small parts may be bmugM to the surface and could given an indication that something was still lying there. After having examined the whole field and not 1 finding any indication of the Spafire, we decided to

go home and look for another crash site. Just as I walked off the field up to the muddy path, something glistening in the sun caught my eye. I walked over to it and found a piece of metal sticking out from the path. When 1 had dug it out with my hands, it appeared to be an aluminium plate about 30 X 40 cm partially covered with drab paint and with (wet hojes on all sides. This surely had once formed part of a plane and indicated that there were possibly more such parts to be found. We decided to come back in the afternoon and with permission from the owner, dig some holes in his field, {something we were getting good at!). It was hard work but it sure paid off. That day we found a lot of aluminium parts, probably from fuselage and wing sections. There was, for sure, a lot more stuff in that field. We would definitely come back with heavier material and dig some decent holes! The only problem was that the "aircraft digging up season" was almost finished. This season only lasts a couple of weeks around October, after the crops are gathered, when it's still not too cold and windy to spend a whole day in an open field and when the ground is not yet frozen. So, we had to come back in 1988, which we did. Together with a hired excavator and our more experienced friend Fernand De Jonghe the operation started at about 10 o'clock on a Saturday morning. It would take until about 6 a'clock before

the field was back in its original condition. During those eight hours we had made a hole of at least five metres deep and six by four metres wide. Out of this crater came four 20 mm cannons (each two metres tong); a lot of aluminium plates and struc- tures from the wings and fuselage; some heavy metal protection plates used in the cockpit against bullet, grenade and flack; an exploded oxygen cylinder; some wiring; a cockpit instrument panel together with some instruments; parts of the under- carriage and last but not least, the engine. All of this stuff, except for the cannons was concentrated in cylindrical form, the lowest part being the engine, which was five metres deep with all the other parts crushed together on top of it. It all just seemed to be a large metal dump but it meant a lot to us. The cannons were found a b u t two metres from the fuselage, two an each side situated symmetrically. It clearly showed that the aircraft had penetrated the ground at a right angle, the propeller blades being broken off on impact as well as the main parts of the wings. The cannons were so heavy that they had been torn out of the wings and penetrated into the ground some three to four metres deep. The broken-off prop blades and wings had probably been taken by the local iron merchant, (doing good business in Kortrijk) together with the tail section. Most of the metal parts were covered with rust, but the cannons and engine still seemed to be in rather good condition, although the left, front part of the engine was damaged a little. Even engine oil and codling glycol streamed out when we dug away the surrounding earth, quite amazing, after being under the ground for some forty-four years! Actually getting the engine, weighing one tan, out was no real problem once the surrounding earth had been removed. I can tell you, we were very excited when it was lifted out of its resting place. We had never

even dreamed of finding a complete engine. It was the second k last thing we got out of the ground, the last part being the propeller housing. Once it was all out of the crater we took a good look at our excavated plane, or what was left of it! Amazingly enough, the engine didn't look much like the Merlin or Griffan which the Spitfire was equipped with. The four large 20 mm cannons quite amazed us also, although most Spitfires were equipped with guns. Maybe this wasn't a Spitfire after all, we thought, we would try to find the answer later. Firstly we had to fill in the crater

engine which identified the type of plane. After removing the mud and clay we could identity it as a Napier Sabre, (H-type, 24 cylinder, sleeve-valve engine), which was used only in Hawker Typhoons and Tempests. The dynamo which we had found and later on cleaned, solved the mystery completely. Painted on it in large red IeZters was the plane's serial number - JR432. This strange detail can be explained by the fact that ground crews would put the aircraft serial number on important parts when these were removed for servicing. The number would definitely lead us to the story of the aircraft

before darkness felt and transport all the parts home. We started by moving the engine to the excavator owner's garage, we would collect it later on. Arriving home, my family was very surprised to set us with a trailer, loaded to the top with aircraft parts. They had expected our arrival accompanied by some bullets, small pieces of plexiglass and aluminium, not half an aircraft crushed into pieces. The following months would be spent sorting out the interesting parts, those worth being restored and trying to bring them back into good condition. Something we are actually still dealing with at the moment! This is when we started with our search as to the history of plane. According to the pieces we had dug up: a four bladed prop housing, 4 X 20 mm, Hispano cannons and a wierd looking engine, we figured it could not be a Spitfire. It would be the

and its pilot. Next I obtained a book "The Typhoon File" bor- rowed from Peter Vercnrijsse who is a great plane enthusiast, the listed all the Typhoon and Tempest serial numbers. Accordingly I learned that JR432 had seen service in a number of squadrons during the War over Europe but had never crashed and was even used after the war as a technical instruc- tion frame! Strange, our plane had never crashed! Next, B looked through the other serial numbers hoping to find one which had crashed in December 1944. Success! There was MN924 "abandoned in bad weather east of Louvain February 15th, 1945. The site was correct but the date was two months later than that which the farmer had given us. Last again, but not for long, as we next wrote to the Ministry of Defence in the U.K. explaining to them our story in the hope that they could find out which plane we had excavated. The M -0. D. has a special

section which does nothing else than look-up information about British W.W.1 and W.W. II aircraft for the benefit of air enthusiast associatians and groups. A couple of months later we received an official letter in return; JR432 indeed never crashed as was used after the War as an instructional airframe. NM924 was most probably the plane we had found. This had crashed an February 15th, 1945 at Kortrijk-Dutzel whilst making a weather reconnaissance flight, after its pilot W.O. J.S. Marshal had abandoned it. It belonged to I84 sqd. which at that time was based at Vokel. They also informed us that some parts of the Typhoon, such as the dynamo, were interchangeable - JR432 and MN924 - both being based together in the Nether- lands at this time. This explained why MN924 had been equipped with the dynamo from JR432, as far the date of the crash, well the farmer had probably become confused over the years. Anyway, we were very excited about all this information so we could now try to find the pilot and contact him. We wrote to a number of associations, both in the U.K. and the U.S.A. asking if they could help us to trace Marshal. Most of them were quite interested in our story but were, however, unable to help us. Others promised to search for him and gave us furlher addresses of Associations, ex-pilot groups and people who might be able to help us. It took more than half a year before we go! to know Marshal's wartime address. We wrote to this

address hoping optimistically that he would still live there - the letter was duly returned "address unknown". That would have been too easy. So, next, we wrote ta the District Council and after a month or so we received a reply. They had been making enquiries but were unable to trace him. However, they assured us, they were not giving up the search and would continue their investigations, very kind of them! Only a couple of days later we received a very interesting letter from a Sqn. Ldr. D.L. Stevenson D.F.C., a retired R.A.F. pilot, who lived in Switzerland. The search for Marshal was now getting very interesting despite the fact that we

had not yet found him. During the next few weeks we received more letters from people who were very interested in our search but could not help us. One of these letters came from Sack Rose, C.M.G., M.B.E., D.F.C., who hadformed 184sqn. at R.A.F. Colmere on 1st December 1942. He had mm- manded the squadron until August 1944 but could not recall Marshall. What he did give us was the address of Mike Williams, a person Sqn. Leader Stevensen had talked about as well, who was trying to w<Re the chronicles of 184 sqn. and is in contad with about twelve ex-184 sqn. pilots, no, however, with Marshal. Just before Christmas 1989 we received a second letter from Rochford District Council which started with: "Success at last!" - very promising. Through contact with the local press, which published our story, Marshal's son had telephoned the council informing them that this father had died about five years previously. His widow, however, was still alive and would be "delighted to make contact". Marshal's widow, Kay, was very interested in our story and sent us copies of Johnny's logbook, describing the mission as well as photographs of Johnny, his squadron and the Typhoon. We still have good contact with Kay and are prssently organising a meeting at Kortn'jk-Dutsel. We also plan to attend the Squadron reunion to meet some of the ex-pilots and the people who have helped us complete our story. Still, our tale doesn't end here! Recently, through an advedisement in "FIyPast" recently, we heard of an Englishman restoring a Hawker Typhoon to display condition. He was still in need of many parts especially a Sabre engine. Naturally we contacted him, telling him of our engine and some other parts he was looking for, l must say he was quite excited about this! We have decided he can have the engine and any other pieces he is still in need of. In the end we believe it's more interesting to see a complete Typhoon on display in the U.K. than having some parts for oneself to be occasionally viewed in the cellar. Admittedly, I myself would prefer a complete Typhoon in my cellar.*

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Dear Sir, Herewfih I would like to react on an article from a Mr, Geoff Gilletl on Expatriation Allowance. In certain respect the article serves it tight, but there are unfortunately many wrong assu rnptions. I just want to mention some other ideaslfacts. The expats already get rewarded to return to their "roots" with the annual payment of the travel allowance; this probably giving more opportunities to go back to the family than the mentioned eastern Europeans and Asians. The gained experience, education, enlightenment and wisdom of these persons is surely not passed to the next generation it the international telephone bills of the brats, talking to their lovers in the country of origin, is so high that some extra money should be justified. Particularly in the MaaslricM case: Many persons of the parts of the Netherlands above the big rivers have come, as well, in a completely new world; Limburg. A country where everything is done for relatives and friends but where others have to pay a high price, even have to learn to understand the language (dialect). Another injustice is the payment of such allowances to people who have always lived in the area, just across the hrder in Belgium or Germany. They still even live in their own countrylama, only pop o i F the border in the morning to get to work. Is this expatriation allowance justilied? We are indeed informed about most of the rules before we join the game but that does not mean that ALL the rules are right. Reading the article one may assume that the author is of the English nationality. a race that does not normally integrate easily! Indeed, they have most probably !he highest expenditure to travel home around Christmas and in Summer periods, but it does not justify the general rules. The difference in pay has indeed been the subject of heated discussions on the workspot, a situation !hat should have been avoided in the first place, but after so many years still prevails. Dutch Operations room staff also gave arguments for a similar allowance in a letter to the Director

General ot Eurocontrol dated 07.12.1 990, reminder in February 1991, but to date not answered (yet?). A certain differentiation in the rules looks accept- able, with a possible time limit introduced for the %a!" expatriate, if one is living in a foreign country - what is INTEGRATION all about?

Kees Scholts. You know where to reach me.

Dear Editor,

Having recently visited the FAA's Central Flow Control Facility in Washington and Traffic Manage- ment Unit (f MU) at Leesburg, I have followed your series "DC Days and Flow Facts" with considerable interest. Like your correspondents, I too was very impressed with the FANS Traffic Management System (TMS) and the enthusiasm and pro- fessionalisrnofthestaff.Perhapsrnotsignificantly, ., the TMS clearly illustrates the importance of the latest integrated technology - thoughtfutly implemented - in enabling the FAA to cope with the pressures of increased traffic demand. The complexities of the European situation necessi- tate a different approach to the implementation of such a system. However, a$ the basic objectives are common, the principal functions of an integrated European TMS could sensibly be modelled on the US example. Backed by its experience in establishing the original Central Flow facility and supporting every stage in the evolution of the Enhanced TMS, Computer Sciences Corporatfon has developed a traffic management prototype to demonstrate how such a system could function in Europe. Known as TDAPS - Traffic Demand Analysis and Planning System - the prototype embraces all the major functionality of the FAA's TMS including a 'live' aircraft situation display, saturation alerts and saturation resolution. TDAPS was unveiled at the Paris Air Show and some of your readers may have seen an early

oceanic version at the ATC '91 exhibition in Febru- ary. The prototype TDAPS features a European scenario showing traffic flows from the UK into the Maaslricht UIR, I have enclosed some pictures of the displays provided by the system. The main picture shows the predicted pattern of early morning traffic transiting eastbound via Koksijde: the upper hall shows (he pattern if no saturation resolution "programme" is implemented; the lower half shows the predicted pattern ii the pmposed programme is implemented. The second photograph shows trafl ic over the main fixes in each ten minute period of an hour. Saturated periods can be dearly seen and action can be taken to prevent traffic demand fmm overtoading the controllers. wfih current Eumcontrol plans and practical assist- ance from industry. perhaps the day is not too far away when people will visit Europe to study the most effective approach to air traffic flow manage-

l ment. Yours faithfully,

Davis J. Hopkins, Director, Air Traffic Systems CSC-Europe.

GATS EUROCONTROL GUILD OF AIR TRAFFIC SERVICES

The photographs and further information concerning TDAPS have to be included in a later issue. Ed.

""L W@

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The main objective of EASIE is to increase the Air Traific Management capacity, this being Air Traffic Control, Flow Control and Airspace Management. EASIE has received the green light from Eurocon- trol's Permanent Commission to work together with ECAC, the European Civil Aviation Conference, in order to define the standards for the future Air Traffic Management environment involving the so- called "Core Area" of Europe, initially. This "Core Area" is defined as being the Southern part of the U.K., the BENELUX countries, the western part of Germany, northern France and Portugal. As for the time scale required to complete this plan, initially five years is planned for the design of the systems. This commenced in 1990 and will be finished in 1995 when implementation will start. The first operational systems will be available in 1998 leading to conclusion of the whole project in the yeas 2004. The following step will be the inclusion of the remaining Eurocontrol Member States between 1998 and 21015.

The initial EASl E concept has been modified to be fully compatible with the ICAO-FEATS and will follow FANSlll recommendations. The EATCHIP will then pass on the job to EASIE which will invoEve the use of Mode S data link, Satellite Communications Navigation and Surveillance (CNS) system and harmonized treatment of flight plans plus trans- mission of data - groundground air airlgroundlair in a harmonized manner. A11 this will lead to Mode-$ radar mverage over the whole ECAC area by 1998. ECAC itself wished for the date to be 1995 but Eurocontrol finds 1998 as being more realistic. Five nautical miles radar separation will be the norm in the "core area" with ten miles elsewhere. To improve the management of aircraft, data-link facilities will be used and dialogues between Flight Management Systems on b a r d aircraft and ground Flight Plan Processing and Radar Processing systems will have to take place. This whole exercise should be possible without additional coordination work for the controller. Benefits from this will be a better track accuracy and therefore better track prediction. This will allow the development and use of medium-term conflict detection and also with the use of more powerful computers, to conflict resolution advisories given to controllers. Increased capacity will thus be achieved in allowing controllers to have to resolve fewer conflict, through decreased coordination tasks, by allowing conflict-free trajec- tories and by permitting larger sectors involving less work. A few problems or p in ts on the introduction of the data link were identified during a discussion, narne- ly: the respective role of voice and data link communications, organisation and size of the control sedors, the influence on coordination tasks, avail- ability of new tools and methods, humarVmachine interface, handling of non-equipped aircraft, training and simulation, responsibilities and legal aspects and workload assessment. Further discussion was

Acronyms:

EASIE = Enhanced Air Traffic Control and MODE-S Implementation in Europe (Eurocontrol project + working group). FEATS = Future European ATM Concept (ICAO concept + working group). ATM = Air Traffic Management.

l

FANS = Future Air Navigation System (ICAO project + working group). ECAC = European Civil Aviation Conference (Euro- pean body made up from European ICAO States). EATCHIP = European ATC Harmonisation and lntegratidn Programme (ECAC project + Eurocbntrol working group). PHARE = Programme of Harmonisation of ATM Research in Eurocontrol (Eurocontrol project and working group).

deemed necessary on certain specific points and an arrangement was found to create a small group of controllers to look into the details of EASIE and PHARE. The major points discussed were; the need to harmonise and to pressure the individual states to implement EASIE. The weak point of EASIE is that it is left to the individual states to implement it and there are fears that some states might be less enthusiastic than others! Eventual selection of the best data link suitable, MODE-S, VHF or SATELLITE as also .discussed, each having its advantages and inconveniences. It is highly possible that we will end up with all three - the one being the back-up for the other, etc ... The role of the controller will, however, change, meaning more monitoring and fewer decisions. This could lead to problems and efforts to have EASl E implemented may be slowed down by controller andlor pilot reaction. Therefore education and motivation for the changes will be all important. That controller input will be needed in defining common operational specifications was emphasized by Mr. Wolfgang PHILLIP, Director Operations of Eurocontrol, who attended a side meeting of a small group of controllers from Germany, Belgium. France and Ewmcon- trol - Philippe, headed by Preben Falkman, IFATCA EVP-EUROPE. Mr. PHlLLlP stated that he wished for more input from controllers and especially IFATCA, in the design phase of Eurocontrol projects such as EASIE and our participation is not only welcome but necessary. IFATCA will be invited mare often to such meetings and due to the importance of acceptance by controllers - the final users af the system - it is imperative that dialogue is maintained.

GARDENCENTRE - LANDSCAPE GARDENING - LAYING - OUT AND MAINTENANCE

art hur spee t jen FROM OWN NURSERY:

- Conifers, ~zll types - Shrubs and clirrabirig plarlts

EXTENSIVE ASSORTMENT:

- SUDS - .?!l types uf l~eatlrer - R oscs

LAYING-OUT OF TERRACES:

- Pear, mnrfrrre ar~d ferti/izer, etc. I

Ret701~n tioll of esi.sting ,frrrdcll.r' P l o w i ~ ~ ~ a17d lrarrowir~~

bverikerstraat 1 1 1 {Geveri k) Beek Tel. 04490-71417 I

AN AMERICAN IN EUROPE

It has been published before, but let's look again through the eyes of the American pilot flying in the European sky. We must admit it, we often speak of American pilots in a 'tongue in cheek'way, but let's nut forget that we both live in a completely different world, with a totally different state of mind, and this of course reflects itself throughout many features, such as Air Traffic (Control). Here goes a Yankee:

Y + +

I went to Europe not Zotally prepared for what was going to happen, I went thinking that the European airway system was like that of the United States. Who would have thought differently? Surely they have as advanced a radar network as we do, and nearly as much air traffic; so why should it not be the same? The major thing I didn't take into account was that Europe is made up of different countries with governments that really don't think the same, but like to run their own airspace their own way, In the U.S. airway system you usually can file to the aitway you want and then head off in the direction you want at an altitude which agrees with the hemispherical separation rule, and the navigator can relax a little. In Europe getting from p i n t A to point B isn't so easy. You have to contend with things such as: controllers whom you can't understand; one-way airways, airways on which you can go only at certain altitudes in certain directions and which don't always agree with the hemispherical separation rule; tacan routes, airways which require prior permission to use; and controllers who at times route you all over the place before they let you get to where you want to go. The best way I know to show you all the little headaches and problems that could arise is by taking you on an imaginary trip from Rhein-Main AB in FranMurt, Germany, to Zaragoza AB, Spain. Once you have found out where you are going you plan for the flight. After determining that Zaragoza is truly in Spain and ihat Spain is southwest of

Germany, you need to pick a standard instrument departure, or SID. Unlike the States, most of the time you just can't ask for radar vectors to intercept your airway. The Europeans believe that SIDS were set up for a good reason and that you should use them. It doesn't matter if there is only one SID out of a place and it happens to go in the opposite direction; you'll probably have to take it and back- track. This isnT the problem at Frankfurt because they have one going our way. Next you start to realize that the altitude at which the high altitude structure begins varies from country to country. It is not the wonderful, solid 18,000 feet it is back in the States. The altitude at which it starts can vary anwhere from FL 195 to FL 250, depending upon where you are. So, if your aircraft is an old C-130E that canrt fly high enough to stay in the upper airways structure you find yourself continuously jumping back and forth between the high enroute charts and the lows. Well, anyway, our SIP takes us to where we can pick up an airway we want, provided we stay below FL 195 since both Belgian and French high structure starts there. By studying the charts we realise that for now it is to our advantage to stay low because we can get better routing. Later we can go to the high structure for more direet routing and fewer reporting pints. In picking your route you next find that the thing in the plane called the ADF, which you thought was only good for listening to the radio, is a major navigational aid in Europe. To complicate things there are four different types of stations which require different tuning methods, So you quickly take a crash course in ADF tuning for the times when the ADF stations are the primary aids in determining the airway. Now that you are headed off in the right direction, you notice that some of the airways have arrows on them pointing in only one direction. Others have little As or Bs with arrows pointing in one direction, and still others have a T designation on the name instead of the normal U tor upper airway. It turns out that the one with the big arrows are one-way aiiways. Don't try to file or plan in the opposite direction; it doesn't work and somebody usually gets very mad. The little As and B$ are the altitude designations; this was mentioned earlier and can be found on the front of the chart. Also, as mentioned previeusly, some controllers may send you at an

- . .. ...

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altitude differing from the hemispherical separation rule. For example, in France there are several airways where you head west at FL 21 0, 230, etc ... and east at FL 220, 240, etc ... That aitway with the funny T designation happens tn be a Eacan route to be used by tacan-equipped-only aircraft. So if you have an operational VOR don't file on that airway. For us in the old C-1 30 it doesn't maller since in France the tacan routes start at FL 260 and we can't get that high with a full load. After you've finally got yourself planned through France along your upper airway at F1 210 (at or near which most European missions are flown) you come to Spain. Suddenly you find that Spain's upper airway system starts at FL 250, so you have to go back and replan your section of flight in Spain in the low structure. Here going from the high to the low or vice versa between Spain and France you can find that your airway simply ends with no connecting aitways high or IOW so that you have to file direct to pick up another airway. This is one of the few times you can file direct (at least according to my experience), as it seems that the Europeans would rather have you use an airway if at all possible, even if it takes you out of your way. Finally, you get to Zaragoza and pick your approach. Now you had better go back into FLlP and check every country you fly through to make sure you have done everything correctly, and to check the restrictions on the airways. It is here where you can find-out if you need prior permission to use an airway. Nothing is more embarrassing than to hand your aircraft commander a complete flight plan only t~ find out that according to FLlP you can't use one of the airways you've chosen. The final thing you do to your flight plan is to figure your time enroute and your estimates to the various FIRS according to your scheduled take-off time. These times along with the FIRS go on the DD Form 1801, International Flight Plan, along with your intended route of flight. it is your responsibility as navigator to make sure they are correct. Now that everything has been checked and you have filed, it's time to fly. At Frankfurt, after equipment check-out, it is your responsibility, along with the CO-pilot, to listen 20 the Automatic Terminal Information Service, or ATIS, for weather, runway in use, transition level, pressure t FFlSlF squawk, etc ..., because tower will expect you to have this information when you request taxi instructions. The first problem you'll encounter is trying to understand their accents. Even though the information is given in a standard sequence you'll probably miss most of the information the first couple of times, because you're not sure what you heard, and because it comes a little fast. You'H encounter little surprises such as that instead of giving the ceiling as scattered, 'broken, etc ... , it is given in octaves, or eighths of the sky obscured. Another little surprise is that the pressure is given in

milllibass, which causes a mad rush to the enroute supplement for the conversion to inches of Mercury. After much listening and some concentration you may get most of it. If this happerls the first time don't be alarmed; it takes time fs get used to it. Some people who have been to Europe several times still comment on how hard it is to understand the ATIS. Now that you have all this information you request taxi instructions to the active runway. Once you get there you do your runup and ask far release for take-off. Once you're off, your work doesn't end even though this is only an airway mission. The

Germans have a different concept of how to fly a SID than we do in the States. Usually we just let the pilot fly the SID the best he can and we back him up some. If he gets a mire or so off it doesnYt make a tot of difference. In Europe it's different, especially flying out of Frankdud, a sloppy SID will get you and the pilot a violation. You have to maintain that SID track to the best of your abi[ity due to the extreme local concern for noise abatement. Don7 let the pilot wander. Let him know when he is a half-mile off course. It doesn't take much to set off one of the numerous sensors along your track. Next, things will happen fast. The pilot will ask for an estimate to your next check point. What's this, somebody really wants an estimate? You always thought that that block was put there just to keep you amused. Then while you're doing that, the pilot calls transition level and changes to 29.92; but you are only at 5000 feet. Has the pilot gone crazy, as you always suspected? No, he hasn't. In Europe, countries have different altitudes where you change over to standard pressure. Had you been listening closely to the AT1S you would have noticed that they gave it. Now that you have done all this it certainly should be time to lay back and let the pilots fly. Wrong. The pilot will continuously need estimates to each check point. Also, you will find that flying through

countries like France, you may not end up going in the direction you planned. Sometimes they71 send you more directly to help cut time, and then there are times where you get to see the French coun- tryside. French wntrollers usually will clear you only to your next check point instead of clearing you for your whole route. Once you reach your check point you may sometimes have to ask where they want you to go next, and sometimes what they come up with may not be in the direction you're headed. So be ready to come up with a heading and estimate to that next point quickly. This was how I spent part of my time over France, trying to figure out where they were going to send us next. Once a French controller cleared us to a point I simply couldn't find on the high charts. We finally found it on the lows. They didn't want us to go down, they simply cleared us la a point where the high and low airways coincided. Sometimes you will find it hard to understand the controllers, because of their accents. Also they use phonetic identifiers instead of full names, and sometimes when they clear you to several points all those letters get a little confusing. Don't get me wrong, the controllers in Europe are good. They have to be. On your descent you will get the local altimeter setting and change over at the proper transition altitude as shown in the approach book. The transi-

tion altitude is like the transition level in that it is not at 18000 feet. But the transition altitude doesn't have to equal the transition level. For Zaragoza AB the TA is 5000 feet. After all this you finally get lined up, shoot your approach, land, taxi in, and shut down. You made it, your first ride in Europe and you've survived. You didn't have a midair or any other disaster. Now you unload and get ready to do it all over again. These are just some of the things you'll find different in Europe. There are others which you will learn as you fly in the different countries and talk to the more experienced navigators. There will be times when a controller on a precision approach wifl fell the pilot when he is only feet off course, and then there are times when a controller will get mad at you and won't talk to you at all, which is not so good. Don't let this arlicle scare you about flying in Europe, because after you have had several rides everything will come naturally and things will move along smoothly. If you make a mistake don't worry because all new navigators make them. Europe provides valuable experience in introducing you to ICAO rules and regulations. I enjoyed Europe and navigating through it, and I'm sure all you new navigators will when your time comes.

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INPUT

- b y Ernie Peace-

THE TECHNICAL COMMllTEE - what we are doing

by Ernie Peace.

We see ourselves as the watchdogs of the Oper- ations Room (terrier type, not pitbull though!) by trying to stay aware of what is going on with our rapidly changing environment, not only now but with plans for the future. We try to be involved in many Operations Room related fields at the earliest possible stage of development. A few examptes of this can be given as follows: l . EPCM Working Group; 2. Brainstorming on future console design; 3. QDM m New set-up for PTS pages (4);

m New feature to predict minimal distance between callsigns, PTS, TRK, etc ... 4. LoA negotiations; 5. VCS (Voice Communications System); 6. CCTV Polling Exercise (still not all answers received .... please!); 7. Dynamic Route Change; 8. Callsign management on TID pages; 9. KDS "search callsign" feature; 10.New Operations Room colour setting.

We help the people who decide on our way of working realise that operational opinion is essential in the decision making process and we are as such recognised by Management. There are meetings twice a year with Management in order to tune our activities, we do not want to reinvent the wheel!! There is also direct liaison with Systems Irnpternen- tation. We want YOU to support us in our effort to optirnize the way of working in the Operations Room. We accept any form of information - written, verbal, rumour! and this will be discussed within the T.C., you wi[l then receive feedback.

There are meetings in principle each month with a rotating scheme for the Meeting Leader, who is the Secretary of the previous meeting. Who are the members per seetar?

Brussels: Henk Van Hoogdalern, Jan van Eck Hannover: Christian MacB, Hermann Mertz Amsterdam: Jack Snijders, Ernst Vreede (Chairman) Fllght Data: Paul Hooper (Vice Chairman), Harrie Delahaye Llalsan with Systems Implementation: Jean Paul Vriamont

+ + W

(An extract from the Corson Report, U.S.A. January, I 1 1970). I L-,,-,,---,

The Committee is impressed with the fact that air traffic controllers constitute a unique group within !he Federal establishment. While many other categories of Federal employees must possess some of the talents, and while their jobs impose some of the exacting responsibilities which make - the controller's job difficult and demanding, few combine as many sustained demands upon the individual as does this job. Individuals who serve successfully as air Zraff ic controllers possess talents and aptitudes available in a limited proportion of the total adult population. They appear to have, at the least: - A highly developed capacity for spatial percep- tion - for visualizing the relationship in space af several planes travelling at various attitudes and speeds; - A keenly developed, quick and retentive memory - for holding in mind the data which identify and locate the aircraft immediately under control; - A capacity for articulate voice communication, coupled with decisiveness for stating clearly and promptly to a pilot the guidance needed for effective and safe navigation of the aircraft; and - A capacity for mature judgement which carefully

balances the objectives of safety with the need to move traffic expeditiously. There is compelling evidence that many controllers work for varying periods of time under great stress. They are confronted with the necessity of making successive decisions carrying life and death conse- quences within very short time frames. The job, unlike most, requires constant standards of perfection, and even when traffic conditions are not particularly demanding, the controller in many facilities is anticipating a deluge which will tax his capacity to perform in a thoughtful and safe fashion.

There are many t ravel agencies, however t h e r e i s only one which is aware of and can ass is t with the special and i n d i v i d u a l wishes of EUROCONTROL AND EGATS t r a v e l l i n g staff :

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Contact SOLAIR, without any obligation, t o f i n d o u t the possi- b i l i t i e s to f i n a l l y take up that particular t r i p you have been dreaming about .

S 0 L A I R : THE I N D I V I D U A L TOUCH IN A D D I T I O N TO YOUR EXISTING TRAVEL

contents: nc thanks to · contents: * comment * from the executive board with * nc days and flow...

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