THE CONTROLLER - ULTRALIGHT TAKES ON THE WORLD Also in this Issue 4 IFATCA 2016 Regional Meetings 4 Aviation and ATC in Myanmar
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THE
CONTROLLER
February 2017 Journal of Air Traffic Control
ULTRALIGHT TAKES ON THE WORLD
Also in this Issue ERA
TION OF AIR TRAFF
IC C
FED
4 IFATCA 2016 Regional Meetings
NAL
ON
TRO
NATIO
LLERS’ ASSNS.
INTER-
4 Aviation and ATC in Myanmar
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Contents
THE
CONTROLLER
February 2017
Volume 56 Issue 1 – ISSN 0010-8073
Cover photo: Matevž Lenarčič, GreenLight
In this issue
EXECUTIVE BOARD OF IFATCA
Patrik Peters
President and
Chief Executive Officer Foreword from the Executive Board.................................................... 4
Editorial.................................................................................................. 5
Scott Shallies Americas 2016 Regional Meeting............................................................. 8
Deputy President
Europe 2016 Regional Meeting................................................................ 10
Africa & Middle East 2016 Regional Meeting............................................. 12
Feature: Ultralight takes on the world......................................................... 14
Duncan Auld
Executive Vice-President Technical ICAO: Train for results!.................................................................................. 20
Safety: Preventing runway incursions............................................................. 22
Asia/Pacific: Aviation and ATC in Myanmar...................................................... 24
Eric Risdon Technology: Keeping up to date...................................................................... 26
Executive Vice-President Professional Europe: Touch and Go basketball tournament..................................................28
Charlie's Column...............................................................................................30
Vacant
Executive Vice-President Finance
Keziah Ogutu
Executive Vice-President Africa
and Middle East
PUBLISHER REGIONAL EDITORS
IFATCA, International Federation of Phil Parker, Asia Pacific
John Carr Air Traffic Controllers‘ Associations Serge Tchanda, Africa & Middle East
Executive Vice-President 360, St Jacques · Suite 2002 Ignacio Baca, Technical
Americas Montreal, Quebec · H2Y 1P5 · CANADA
COPY EDITORS
Phone: +1514 866 7040 Paul Robinson, Jez Pigden, Brent Cash,
Fax: +1514 866 7612 David Guerin Alasdair Shaw & Helena Sjöström
Mike O'Neill Email: office@ifatca.org
Executive Vice-President
Asia and Pacific EDITOR-IN-CHIEF
Philip Marien
Van Dijcklaan 31
Tom Laursen B-3500 Hasselt, Belgium
Executive Vice-President Europe email: editor@ifatca.org
DEPUTY EDITOR & CORPORATE MEMBERS
COORDINATOR
Philippe Domogala
email: dp@the-controller.net
DISCLAIMER: The views expressed in this magazine are those of the International Federation of Air Traffic Controllers’ Associa-
tions (IFATCA) only when so indicated. Other views will be those of individual members or contributors concerned and will not
necessarily be those of IFATCA, except where indicated. Whilst every effort is made to ensure that the information contained
in this publication is correct, IFATCA makes no warranty, express or implied, as to the nature or accuracy of the information.
Further distribution of this publication is permitted and even encouraged, as long as it is not altered in any way or manner. No
part or extracts of this publication may be reproduced, stored or used in any form or by any means, without the specific prior
permission of the IFATCA Executive Board or Editor, except where indicated (e.g. a creative commons licence).
The editorial team has endeavored to include all owner
information, or at least source information for the images
VISIT THE IFATCA WEB SITES:
used in this issue. If you believe that an image was used
without permission, please contact the editor via
www.ifatca.org and www.the-controller.net
http://www.the-controller.net
THE
CONTROLLER 3
4 Foreword
IFATCA'S ADDED VALUE
The end of globalization? And what does
it mean for IFATCA?
^ by Patrik Peters, IFATCA President & CEO
IFATCA unites the air traffic controller community – across national borders. As a non-
political, world-wide organization, IFATCA's strength is an international and a global
mindset. Looking back at the year 2016, it has been a year of dramatic changes in global
politics.
Hardly anyone predicted the United Naturally, aviation connects people is a major consideration for many
Kingdom voting in favour of leaving across borders. IFATCA has been holiday makers in deciding where to
the European Union or the outcome working tirelessly for decades to spend their next vacation. Thriving,
of the Presidential election in the overcome regional or national rules popular tourist destinations were
United States of America. Following in exchange for unified regulations left nearly abandoned overnight
years of international collaboration and solutions. We are pioneers in after being deemed too risky. Has
and a belief in gaining strength breaking down barriers in favour air traffic therefore been declining?
through coalitions without borders, of harmonisation and global Hardly: growth figures over the past
we now seem to be witnessing a standards. Will there now be a few years show that people are not
180º turn towards protectionism move back to safeguarding national travelling less, but where they go
and a sudden reversal of the push interests? As before, it's a challenge has become a lot less predictable.
towards globalization. our profession has to face in a fast This presents its own challenges
moving and changing environment. for controllers and ANSPs as traffic
Will this have any weight for our work patterns shift in very unpredictable
as an international organisation? We have seen our industry change ways, sometimes overnight.
drastically after the terrorist attacks
in September 2001 in the USA. Contrary, the economic downturn
Travel, and air travel in particular some years ago caused a stagnation
became a lot more cumbersome, or even reduction of air traffic. The
IFATCA has been working despite having become a lot cheaper general credit crisis and the failing
tirelessly and for decades and therefore more accessible. of several large bank and financial
Passengers are confronted with more institutions, dragged several airlines
to overcome regional or
Photos: George Petrovich/NATCA
or less meaningful but nearly always along into filing for bankruptcy. If
national rules in exchange cumbersome security measures politics and national interests lead
for unified regulations at airports. The threat of terrorism to a population being pessimistic
and solutions.
THE
4 CONTROLLER
4 Foreword
about their future, then those Some of IFATCA’s member global and open our eyes and minds
people will seek to increase savings associations may ask “what is in and overcome anything or anyone
and reduce their spending, resulting there for us?” or “what do I get out determined to bring back borders
in lower economic growth. of it”? Here the immediate (selfish) and restrictions!
benefit wins over the long-term value
Likewise, a downturn in world trade and strength that an international I am very much looking forward to
may well result in lower exports and community offers. Instead, should see you very soon in Toronto at the
lower domestic demand. Fear and the potential of being a role model 2017 annual IFATCA conference!
a general pessimistic or negative and the pride to assist and to make
outlook are detrimental to economic a strong body even more powerful, Be safe! ^
growth. This in turn could have an not prevail?
impact on the aviation community patrik.peters@ifatca.org
and result in a decline in investments IFATCA's strategy is exactly this:
and development. Overly national support, assist and lead! Together,
interests could take precedence we unite a universal and diverse
over international collaboration, workforce. In doing so, it enables us
capital expenditure and evolution. to reach a similarly high and equal
standard of global aviation safety.
As a global air traffic control
community, we observe the need In a few months time, delegates
for upgrades and expansion in many from all across the world will meet
regions worldwide. Harmonised again to engage in discussions and
rulemaking and rendering assistance exchanges raising the bar of the
is absolutely essentiual to ensure air traffic control profession. It's
we avoid isolated technology that the perfect opportunity to remind
hinders air traffic and air traffic ourselves that we should strive for
safety. a world without borders. Let’s go
DRONE SAFETY
Urgent need for national and international regulations
^ by Philip Marien, IFATCA Editor
In a recent article in their magazine In 25 cases, the event was classed aspect, where national authorities
Transmit, our member association as a category ‘A’ event, meaning are looking towards international
from the UK, GATCO, called for that there had been a serious bodies such as EASA and ICAO to
urgent action on drones. This wasn’t risk of collision. Apparently, not come up with guidance and rules.
the first time: over one year ago, even that is sufficient to concern In Europe, the European Aviation
they challenged their Civil Aviation the regulatory authorities. Those Safety Agency (EASA) has made
Authority to take effective action to AIRPROX are a stark warning of how some progress, but it’s clearly not
reduce the risks of drones colliding serious the issue has become and agile enough to contain the issue.
with aircraft. They are by far not why governments around the world
the only ones that have raised their can no longer close their eyes to the At national level, there’s a possible
concerns: numerous organisations problem. reluctance to be too restrictive,
including BALPA, ACI Europe, the given the boost that drone
European Cockpit Association, Everyone seems to agree that development has given to research
CANSO IATA, IFALPA and IFATCA regulation is urgently needed if and industry. It is even being looked
have done the same. we want to contain the issue. As at by major players such as Amazon
the number of devices continues and others to augment their
That the issue has become urgent is to grow, so does the risk of a distribution network. And even the
clear from the number of reports the catastrophic encounter. A large part entertainment industry is increasingly
UK AIRPROX Board has received. of the problem is that technology reliant on relatively cheap drones as
Between November 2015 and seems to evolve a lot faster than an alternative for expensive aerial
October 2016, 56 such events regulation can keep up with. This isn’t shots. In many countries, politicians
were reported and investigated. made any easier by the international seem fearful of, or may even be
5
4 Editorial
Close encounters of the
good kind?
If there is such a thing as a good drone
AIRPROX, perhaps this is it. It involved
a drone and a helicopter in the west
Pennines near Chorley, UK.
under pressure, not to be too over which areas should be off- The twist is that the report was filed by
prescriptive or restrictive for limits to drones. the drone operator. All too often, the
these emerging industries as it operator of the aircraft in question when
may be a disadvantage against An often-heard phrase is relating to drones remains 'unknown'.
unregulated countries. that 'regulation should be This time, the helicopter was in that
proportionate to risk'. While this category. The drone operator was
Some countries have started to is true, the consequences of even filming on Angelzarke Moor with a sub-
try and control the unbridled use a small drone flying into the face 7kg drone when he heard a helicopter
of drones in some way. Ireland of a microlight pilot or into the but could not see it as it was obscured
has compulsory registration for rotors of a small light helicopter by the top of the hill. As a precaution
drones above 1kg and requires leaves little to the imagination. and not knowing exactly where the
a license for drones used for An EASA report concluded that, helicopter was, he began lowered his
aerial work. Belgium has a at altitudes below 10,000 feet, drone from 200ft.
licensing scheme for drone a crash with a drone less than
pilots, with limitations on what 1.5 kilograms would not result As it passed 130ft, the helicopter
is allowed depending on the in fatalities, though light injuries appeared over the crest of the hill. The
type of licence. In the USA, to passengers and crew were drone operator continued to reduce
over 550,000(!) drones were possible. At the 2016 European the height of the drone and, as a further
registered just months after the Regional Meeting of IFATCA, it precaution, took evasive action with
initial proposal was made. While was stated that a collision with the helicopter passing 200-250m away
registration alone is obviously not a drone may have the kinetic horizontally and 200ft vertically.
enough, it does make it easier to energy five times greater than
communicate and educate users the impact of a same-sized bird. The UK AIRPROX Board quickly
if you know who they are. It is During a critical phase, like take- determined that the drone operator
clear that as the drone industry – off or landing, it is surely a risk was operating in accordance with all
both for professional and private we would want to avoid… applicable rules and regulations. It was
use – grows exponentially, it also encouraged by his willingness to
will become ever more difficult, Another, growing concern is report an AIRPROX as a responsible
cumbersome and expensive the possibility of using drones airspace user who had clear concerns
to try and map the existing in terrorist activities. Aside from for the safety of the helicopter's
userbase, let alone educate using them for reconnaissance, occupants. Some board members
Photos: Ottó G. Eiríksson, ICEATCA
them. insurgent groups in Syria and remarked it would have been more
elsewhere have started using prudent for the helicopter to operate at
Other governments rely on off-the-shelf models to deliver a higher altitude due to the possibility
raising awareness amongst explosives. This only augments of encountering other airspace users up
the general public through the case for strong regulation of to 400ft above ground level, including
untargeted campaigns – which in drone ownership and limitations drones, paragliders, paramotors and
the past have proven ineffective to their use... hang-gliders soaring in the region.
(e.g. some people still think it’s There was even a possibility of military
acceptable or cool to target It would obviously be preferable aircraft at or below 250ft.
aircraft with laser pointers). In and more effective to contain
other cases, they deem that or control this issue at an Some board members felt that this
the drone industry itself has a international level. But if that is encounter served as a valuable lesson
responsibility to prevent their not possible, then surely national in reinforcing the point that it was
products from being used near authorities shouldn’t sit around prudent to climb to at least 500ft for
airports for example, through so- and wait for an accident caused transits as soon as possible, especially
called geofencing. While there is by an inexpensive toy… Far more in areas of hilly terrain. The board felt
some merit in this, especially for trivial and less dangerous issues that the drone operator had carried out
more reputable manufacturers, have been regulated in the past, effective and timely actions to prevent
it is clear that it doesn’t seem helping to make aviation the the aircraft colliding and the risk was
to apply to the cheaper, generic safest mode of transport. Let’s assessed as category 'C'. ^
range of drones that are readily keep it that way! ^
available anywhere. In addition,
there seems to be little consensus editor@ifatca.org
THE
6 CONTROLLER
ON BEHALF OF YOUR ORGANIZING COMMITTEE AND
THE CANADIAN AIR TRAFFIC CONTROL ASSOCIATION (CATCA)
Welcome to
IFATCA’s 56th Annual Conference
MAY 15–19, 2017
where we’ll be “Taking Care of Business Together”
at the beautiful Chelsea Hotel in the heart
of Toronto, Ontario Canada.
REGISTER ONLINE* NOW AND SAVE!
Visit
ifatca2017.com
for all your conference needs, including:
Registration fees and online registration link
Conference agendas and meeting room maps
Hotel room rates and accommodation booking link
Visas and entry to Canada information
Airline Discount codes
How to get to the conference from YYZ
What to see and do in Toronto
Toronto weather
* contact your IFATCA liaison for your registration access code
See you in Toronto!
4 Americas
AMERICAS 2016
REGIONAL MEETING
Focus on Human Factors
^ by John Carr, IFATCA EVP Americas
The Americas Region of IFATCA held a very successful Regional Meeting from October
10-12, 2016 in beautiful Costa Rica. Ronald Vega, the IFATCA Liaison Officer for the host
member association, did an outstanding job of planning and executing the meeting at an
all-inclusive resort on Costa Rica’s verdant Pacific coast.
There were sixteen attendees considerations for sleep disorders another outside the meeting. It
representing eight Member is rotating shift work, like many of was fascinating and rewarding to
Associations, in addition to two our controllers endure. Following see the economic disparity among
observers each from Honduras and Dr. Garita was Jay Barrett from nations disappear in a venue with
Argentina. Both observer nations NATCA USA with a presentation on great ambiance.
plan to apply for membership in “Embedding Human Performance
IFATCA at Conference 2017. Also into the Operation.” After lunch the The second day began with a
in attendance were PCX Patrik afternoon was spent on Member presentation from Jeff Richards,
Peters, Deputy President Scott Association reports and a briefing NATCA USA, on “Demystifying and
Shallies, and EVPP Eric Risdon. from EVP AMA on some topics of Mitigating Fatigue.” Following the
interest to the membership. coffee break, IFATCA PCX & CEO
The theme of the meeting was Patrik Peters gave a talk on the
“Human Factors in ATC,” and The use of an all-inclusive resort human-machine relationship with a
that was apparent from the was seen by many attendees as great presentation entitled, “Higher
various presentations. The first a very positive feature. Every Levels of Automation - Building in
day began with an appearance single person was on equal footing Resilience: How Humans Interact
from Dr. Garita on various sleep with the other. This atmosphere with Technology.” Patrik Peters
disorders, including sleep apnoea created great opportunities for was followed by IFATCA’s Deputy
and insomnia. Prime among the the members to socialize with one President Scott Shallies who
brought the members
up to date with
information regarding
Conference 2017,
to be held May 15-
19, 2017 in Toronto,
Canada.
Eric Risdon, EVPP,
gave a briefing on
the work of the
IFATCA Technical
and Professional
Committees (TOC
& PLC), followed
by the afternoon
presentations.
4 Left to right: Ronald Vega from the Costa Rica association, Scott Shallies (IFATCA Deputy President),
Patrik Peters (IFATCA PCX & CEO), John Carr (IFATCA EVP Americas) and Eric Risdon (IFATCA EVP
Professional).
Photo: STCNA
THE
8 CONTROLLER
4 Americas
Photos: JC
Photo:s JC
4 Dr. Garita presenting on sleep 4 Jay Barrett (NATCA, USA) giving 4 Jeff Richards (NATCA, USA) presenting
disorders, including sleep apnoea and his presentation on embedding human on professional behaviour.
insomnia. performance into operations.
IFATCA President and CEO Patrik “Respect,” a program designed to is hoped that establishing more
Peters gave an update on “The reduce bullying in the workplace. localized contact with each MA will
State of the Federation,” and Jeff result in their use of these resources
Richards, NATCA USA shared the The third day featured choosing the and participation in regional affairs.
“Foundations of Professionalism” location for AMA RM 2017, which
program currently in use by NATCA will be held in Nassau, Bahamas. The 27th Annual Regional Meeting
and the FAA. This program The participants also engaged in of the Americas was a wonderful
includes “Professional Standards,” an exercise loosely titled, “Adopt and successful event, which would
which is a peer-to-peer problem a Member Association.” The not have been possible without the
solving mechanism, to “Fully Americas Region had 1/3rd of hard work and dedication of Ronald
Charged,” a program to combat subscription-paying members in Vega from the host association,
fatigue in the workplace. “Turn off, attendance at the meeting, so each and without the participation of
Tune In” is a program to eliminate attendee chose two MAs not in the attendees. The Americas
distractions in the workplace, attendance to “adopt” for purposes Region is looking forward to
most especially smart phones, and of establishing communication, more participation and another
“ATSAP” is the Air Traffic Safety verifying information and outstanding meeting in Nassau in
Action Program, which allows for a encouraging participation in 2017.^
Just Culture when reporting errors regional affairs. The Federation has
or system deviations. The fifth a wealth of information available john.carr@ifatca.org
pillar of Professional Standards is to member associations, and it
STAFFING CRISIS IN BARBADOS
During the Americas Regional Meeting, the situation in Barbados was discussed. Since 2012, the Barbados Civil
Aviation Department has been facing a severe human resource crisis. The official staff complement for the depart-
ment is sixty-five (65) and as of October 2016, the number of staff available to be rostered is merely forty-two (42).
The situation will only continue to deteriorate as more people are retiring each year.
In order for Air Traffic Services to properly function, the minimum staffing requirements had to be reduced and
restrictions on vacation or leave were imposed. There is also an acute lack of on-the-job-trainers and instructors to
present courses at the training centre. As a result, only five refresher courses have taken place in the past twelve
years, violating both local and international regulations. And some shifts cannot be adequately supervised.
Persons that have been promoted within the department are still occupying the posts they leave. This effectively
prevents vacancies from being opened. In addition, policy dictates that Barbados Civil Aviation Department staff
must be fully rated before they are appointed. This implies completing the Aeronautical Information Services, the
Aerodrome Control and the Terminal Control Procedural/ ATS Surveillance courses which take approximately two
and a half years to complete. A number of people in the AIS department are eager to advance since 2013, but have
been denied the final course and can therefore not be appointed....
Numerous proposals to improve the staffing situation have been submitted but these appear to be ignored. Poli-
cies that are applicable in other civil service departments cannot simply be transposed to the Civil Aviation Depart-
ment and urgent action is needed to guarantee the continuity of the service.^
9
4 Europe
EUROPE 2016
REGIONAL MEETING
The impact of new technology and of
the Single European Sky
^ by Tom Laursen, IFATCA EVP Europe
The 33rd European Regional Meeting was held in Iceland from the 21st – 23rd of October in
Icelandair Hotel Reykjavik Natura. The venue was hosted by our local member association
ICEATCA and organized by Dora, Otto and their team. Iceland's service provider ISAVIA
was the main sponsor and they made it possible for us to visit Iceland at a reasonable price.
An impressive 35 member associations out of 43, and 130 participants found their way to
Iceland. It was a real pleasure to see a meeting in the upper left corner of Europe have such
an impressive turn-out.
There were two main topics for the Daniel Ferro, Airbus, Theodor was José Luis García Chico, EASA
meeting: ‘New Technologies, the Zeh, Frequentis and Freek De Safety Analysis Section. Besides the
impact on the Air Traffic Controller Witte, SESAR DM. It was a very detailed presentation from Jose,
profession’ and ‘Single European informative session, where they Anthony had organised a workshop
Sky and IFATCA’. all spoke about the upcoming where the participants had a chance
introduction of technology that we to give inputs to EASA.
The first day of the meeting was have to integrate and about how it
a workshop. During the morning can be introduced. Freek De Witte In the evening ISAVIA hosted
session, IFATCA Single European from SESAR deployment manager a reception with a very funny
Sky (SES) Coordinator Marc outlined the implementation comedian who explored the small
Baumgartner orchestrated the program and the Pilot Common habits and characteristics of almost
Photos: Ottó G. Eiríksson, ICEATCA
discussion under the theme of ‘New Project’s. all European nationalities. A very
Technologies and the impact on the nice evening that prepared us for
Air Traffic Controller profession’. The afternoon session was about the Saturday opening of the ERM.
Marc had invited speakers from how EASA is organised and how
different parts of the European we as a professional federation can On Saturday IFATCA PCX & CEO,
Aviation industry. The speakers participate and thereby contribute Patrik Peters opened the meeting.
and at the same time panel to a safe and efficient ATM system. Costas Christoforou, IFATSEA,
participants were, Eszter Füredi, The session was organised by Volker Dick, ATCEUC and the
Project Manager Hungarocontrol, Anthony Smoker and the speaker organizing committee chairman
4 The vast majority of European
member associations attended
the 2016 Regional Meeting.
THE
10 CONTROLLER4 Europe
In the afternoon, the meeting
began with a presentation of the
IFATCA Technical & Operations
Committee’s papers for the 2017
annual conference by Renee
Pauptit, who is the IFATCA TOC
Chair. Alfred Vlasek, IFATCA PLC
Chair, presented the committee’s
work program and papers. Both
TOC and PLC are very aware of
what is going on and the papers
reflected the current interest in
the new technologies ATCOs are
affected by and the ATM system is
confronted with.
4 IFATCA SES Coordinator Marc Baumgartner during one of the sessions.
An introduction to the IFATCA
were among the people who spoke vision for the work in the region. development of our own key
during the opening. A work program with the main performance indicators (KPIs)
points of SES, MA support and followed. The idea is to develop
The meeting then divided into two involvement was presented. The day our own KPIs in the four RP2
separate sessions. Freek De Witte, ended with a ‘warm up’ to Sunday’s categories to have a different view
SESAR Deployment Manager and SES session. Poland presented on performance and ultimately
Nicolas Lyrakides, Liaison Officer for how the European performance to have more influence on the
Cyprus at Eurocontrol spoke in one scheme can lead to economic developments in the SES.
room about the SESAR deployment difficulties for service providers and,
program and the European ultimately, the huge impact on their The meeting continued with a
Commission’s Reporting Periods 2 employees – including controllers. discussion about the need for
and 3. In the other room, Richard ‘Sid’ In the case of Poland, amongst a Europe-wide Loss of License
Lawrence from EUROCONTROL other problems, the traffic patterns insurance. There was interest to
and Jens Lehmann from our have dramatically changed. Instead continue the work and Richard
German member association GDF of getting a lot of heavy A/C, it Buresch (Austria) will follow up on
spoke about Impact of Technology has shifted to medium A/C traffic. the inputs and will update us when
and Automation on ATCOs and Revenue from route charges has there are further developments.
RPAS/UAS. Sigurjon Jonasson, decreased by more than 30% as a
President of ICEATCA, enlightened consequence, despite higher traffic The meeting ended with choosing
both groups on how the air traffic counts. the location of European Regional
controllers in Iceland handle traffic meeting 2017. The 2017 ERM will
in their FIR and beyond. Sunday began with a presentation be hosted by our Austrian member
by the Director of the Icelandic air association AATCA. It will take place
In the afternoon all participants navigation services, Ásgeir Pálsson. in Loipersdorf, Austria, about 30
gathered for a session on Remote He told us about the Icelandic minutes from Graz airport. Dublin
Towers. Because of the huge interest airspace and the challenges that they was preselected for ERM 2018 and
in the subject, the presentation by have. Following that, the session on Jordan expressed interest to host
Helena Sjöström from our Swedish Single European Sky and IFATCA the 2019 meeting in Aqaba.
member association, was moved kicked off. EUROCONTROL’s Xavier
from the morning to the afternoon Fron, one of the fathers of the 5-year Once again I would like to thank
session to allow ample time for Reporting Periods (RP), presented our hosts ICEATCA and especially
questions. Sweden is currently how the European performance Dora, Otto and their team for a
the only country in Europe where scheme works and some of the well-organised meeting. I am really
a Remote Tower is in operation. problems that have emerged. happy that so many associations
Helena showed how the concept Three representatives from member turned up for the ERM in Iceland
was implemented and how their associations, Benjamin Fichtner, and I hope to see all of you and
association SATCA had followed Swiss ATCA, Anders Liebl, from more next year in Toronto and in
the process. Many of the attending Danish DATCA and Cristian Radu Austria, where we will continue to
associations had questions and from Romania’s ROMATSA, showed work on the issues that we discussed
concerns about the implementation. some of the local consequences in Reykjavik. ^
There were explicit concerns about of RP2. Nikos Lyrakides, Cypriot
the consequences of a remote Liaison Officer at EUROCONTROL, tom.laursen@ifatca.org
tower concept will have on jobs. finished off the morning with an
update on the complex aviation
Subsequently, EVP Europe Tom politics in Brussels.
Laursen presented his team’s
THE
CONTROLLER 114 Africa & Middle East
AFRICA & MIDDLE EAST
2016 REGIONAL MEETING
SUSTAINABLE PRACTICES FOR ENHANCED AVIATION
SAFETY AND COORDINATION
^ by Keziah Ogutu, IFATCA EVP Africa & Middle East
The 27th International Federation of Air Traffic Controllers’
Associations (IFATCA) Africa and Middle East (AFM) regional
meeting was held in the beautiful North African city of Khartoum,
Republic of Sudan. It was the second time that Sudan hosted the
meeting, the first being eight years ago in 2008.
The meeting which was officially representatives, other aviation Director General of the Sudan Civil
opened by the Vice President stakeholders and invited guests. Aviation Authority, Capt. Ahmed
of the Republic of Sudan, Hon. Satti Bagory. Both expressed their
Hassapo Mohamed Abdelrahman. In his opening speech the Sudanese readiness to support the Sudanese
Venue for the event was the Vice-President expressed his Air Traffic Controllers’ Association
prestigious Al Salam Rotana Government’s continued support and wished the meeting well in
Hotel Conference Hall. The for Air Traffic Services and achieving its objectives.
meeting was well attended, with highlighted the importance of the
over 130 delegates attending air traffic controllers’ profession The airport authority was
on the opening day. Thirteen within the aviation industry and for represented by the Director
IFATCA Member Associations the economy of a country. General of the Sudanese Airport
were represented as well as three Holding Company, Lieutenant
observer countries: Jordan, South The Sudanese government was General Ismaeel Brema.
Sudan and Mozambique. Other also represented by the Minister
attendees included two ATM of Defence, Lieutenant General The 2016 AFM RM agenda involved
system manufacturers (Thales and Ali Salem, who is the minister panel discussions and presentations
Indra), government officials, airline in charge of aviation and by the based on the theme “Sustainable
4 The venue for the 2016 AFM
Regional Meeting.
THE
12 CONTROLLER4 Africa & Middle East
Practices for Enhanced Aviation 1. As a matter of urgency, MAs interface integration between
Safety and Coordination.” The should cooperate with their neighbouring FIRs.
panel discussions were moderated ANSPs in enhancing Safety 4. To provide continuous,
by the IFATCA's Executive Vice Management principles, effective and reliable ATM
Presdient Africa & Middle East, especially implementation services ANSPs MUST develop
Ms. Keziah Ogutu who was joined of confidential voluntary backup systems that will ensure
by panellists composed of Air reporting, raising safety redundancy.
Traffic Controllers (IFATCA EVP awareness among ATCOs and
EUR), Regulators (Sudan CAA), promoting Just Culture. In 5. IFATCA to consider at least
Pilots (Badr Airlines), Airspace addition, MAs should create one seat per region in IFATCA
designers (Sudan ANSP), the awareness of the new safety Standing Committees.
Military (Sudan DOD) and ATM concept i.e. Safety II.
system manufacturers (Indra). 6. Ethiopia was elected to host
2. MAs to initiate the the 28th IFATCA AFM Regional
The three day conference, from 7th development of CISM in meeting in 2017.
to 9th November, 2016, covered collaboration with the ANSPs,
the various aspects of meeting's taking into consideration the IFATCA would like to thank is the
theme; amongst others, these psychological and emotional sponsors who helped make the
included Safety Culture - including support for ATCOs involved meeting successful: the Sudan Civil
the future concept of Safety II; Just in incidents and accidents Aviation Authority, the Sudanese
Culture;' Collaborative Decision particularly ATC licences Airports Holding Company, BADR
Making; ATM systems manufacturer insurance issue. Airlines, NOVA Airways, SAFAT
responsibility to ensure system Aviation Complex and THALES.
inter-operability; employer/ 3. To improve coordination and Our gratitude also extends to
employee roles in providing an communication between ATC the organising committee of our
enabling environment for the centres MA’s should engage Sudanese MA, SATCA. ^
provision of air traffic services; ANSPs to invest in harmonized
and the Regulator responsibility in reliable ATM systems that keziah.ogutu@ifatca.org
ensuring sustainable practises are enable automation such
implemented by ANSPs for safe as AIDC, OLDI etc, and to
provision of services. push for harmonised
The highlights of the conclusions
and recommendations taken
at the end of the meeting
are as follows:
4 A working position in Khartoum
ACC
Photo: SATCA
THE
CONTROLLER 134 Feature
ULTRALIGHT TAKES ON
THE WORLD
The epic journeys of the GreenLight WorldFlight
missions
^ by Matevž Lenarčič, GreenLight Research Project
To fly around the world in an ultralight aircraft, one would expect to take at least half a year:
waiting for good weather, visiting interesting places and getting to know the people who
live there. The GreenLight WorldFlight mission is radically different. Its main purpose is to
measure global atmospheric pollution by flying around the world in the shortest possible
time. Such concentrated flights with extremely long legs are very demanding. The pilot
faces constant stress due to weather changes, the lack of alternative landing places, short
time on the ground, fuel arrangements, bureaucratic nonsense, the technical condition of
the aircraft, etc.
Back in 2000, I tested some certification requirements that The next attempt in 2004 was
ultralight aircraft. Since then, I affect general aviation. successful. I flew an ultralight
practically stopped flying regular Pipistrel Sinus with a range of 3000+
General Aviation planes. Not A disadvantage however is that km via Mongolia, Russia, the USA,
only is there far less regulation ultralights fall under national Canada and Greenland back to
to deal with, but ultralights have legislation which differs from Slovenia. An incredible experience
evolved significantly over the country to country. This can cause of eighty days, including eleven
past 20 years. They’ve surpassed some additional paperwork for days of house arrest in Chita-Russia
the strictly regulated traditional international flights. after I had been intercepted by two
general aviation airframes in almost MiG-29s: the flight permit from
all aspects. The aircraft are lighter First missions Moscow had not reached eastern
thanks to modern composite My first attempt to fly around the of Russia in time.
technology. Simpler certification, world in an eastbound direction,
as well as lower maintenance and in 2002, failed due to Canadian Second mission in 2012
operating costs make them bureaucracy. After crossing the With technology making huge
cheaper overall. whole of Russia, the Bering Strait progress, I wanted to find an
They have a better to Alaska and Canada, Transport ultralight aircraft which was able to
glide range and Canada withdrew my permit to fly over 4000 km without landing,
are in fact safer cross Greenland on the way at high altitude and in extreme
as they’re typically to Iceland, stranding me temperatures. With these wishes
equipped with a rescue in Montreal. in mind, Slovenian manufacturer
system. Most importantly, Pipistrel built the Virus-SW115: the
it is possible to install fuel tanks can hold 350 litres and it
the latest avionics has a Rotax 914 turbo engine with
and safety features a custom made intercooler. The
without normal avionics consist of a Garmin IFR-
THE
14 CONTROLLER4 Feature
4 View of the Mexican desert, with an overlay of the
pre-2016 GreenFlight missions Photo: Matevž Lenarčič
capable GTN750 and a Spidertrack
tracking device, using Iridium
satellite communications. This
enabled me to fly more comfortably
at night and in IMC conditions if
so required. Spidertrack sends
information about altitude, direction
and speed to a server in New
Zealand from where the information
was available live on internet.
The 2012 flight under the name of
GreenLight WorldFlight (GLWF) was
not only an aviation adventure but 4 North Pole ice
also a scientific research mission. Photo: Matevž Lenarčič
We installed a prototype of a black towards South Africa and then north During the flight from the Cook
carbon measuring instrument, across the continent back home. Islands to Auckland, New Zealand,
an aethalometer. Normally these the controller called me via
are very bulky boxes, unsuitable HF Radios satellite phone. After some friendly
for a small plane. But a Slovenian On the insistence of some ATC conversation, he advised that
research company, Aerosol, built a centres, we had to install an HF an hourly position report wasn’t
compact model that could be fitted radio with a trailing antenna for the needed, as he could follow me live
to our ultralight plane. oceanic crossings. Being antique on internet.
technology, such a radio uses a lot
The flight itself was very successful: of power. And because of the high The results of the black carbon
in 100 days, I flew 91 000 km over current needed, it’s not without risk measurements gave insight into
the South Atlantic, the top of on a small aircraft. On top of that, the global pollution levels and was
Aconcagua, towards the Antarctic equipment is bulky and its weight very well received by the scientific
Peninsula, then crossed remote reduces the amount of fuel that can press and research institutions.
South Pacific to Easter Island and be carried. The antenna also needs We discovered some surprising
Tahiti, New Zealand and Australia. good grounding, which is an issue facts. For example, why the air
Then it was northbound across for a small and composite aircraft. is so polluted over the Indian
Indonesia, Thailand, Myanmar, All this meant that the quality was subcontinent between monsoons?
Bangladesh, India and Nepal. I usually less than acceptable and It turns out that it’s not due to
flew past the Himalayas from west where possible, I tried using my traffic or industry, with most of
to east, seeing the summit of Mt. Iridium satellite phone. During the pollutants come from burning
Everest at nearly 9000m. the 2012 mission, there was only biomass.
one unpleasant experience with
The incredible flight continued Dakar control because of this, while North Pole crossing
to the very southern part of India, the rest of controllers where very In 2013, our GLWF mission
Trivandrum from where I crossed understanding and helpful. continued over the Arctic region. In
the Indian ocean to Zanzibar early April, I departed from Slovenia
154 Feature
but everything was still solidly
frozen. Locals made jokes
about global warming saying
that the world’s climatologists
and biologists just wanted to
prevent them hunting polar
bears.
B N
G
F
C
As I left for Gander, a
M
E
D L I H
Newfoundland snow storm left
H J
K 70 cm of fresh snow on the
airfield. It was as if the polar
weather was chasing me all the
way home. As I had already
crossed the North Atlantic
via the standard route across
Greenland and Iceland in
2004, I decided to follow a part
Path of the 2016 GreenLight World Flight of Lindberg’s legendary flight
B Portorož - Jerez 4 2004km 4 9h I Majuro - Guam 4 3000km 4 13h
from Gander direct to Ireland.
C Jerez - Sal 4 2800km 4 12h J Guam - Kota Kinabalu 4 3280km 4 14h
Expecting our measurements to
D Sal - Fort de France 4 4100km 4 17h K Kota Kinabalu - Chennai 4 4100km 4 18h show the air in the Arctic region
E Fort de France - Ft.Pierce 4 2500km 4 11h L Chennai - Dubai 4 3000km 4 13h was as clear as it could be, we
F Ft.Pierce - Salinas 4 4000km 4 17h M Dubai - Iraklion 4 3250km 4 14h got a big surprise. We found
two spots close to the North
G Salines - Maui 4 3800km 4 16h N Iraklion - Portorož 4 1550km 4 7h
Pole where the air was very
H Maui - Majuro 4 3800km 4 16h polluted by black carbon. After
studying the weather patterns
and after a 10-hour flight, I reached the pole, it had risen to a surprising for those weeks, we discovered the
snowy Tromsø in northern Norway. -10°C. As the low clouds parted, I sources of this pollution were in
Flying that far north during a colder could see the ice was really melting northern Russia and Sweden.
part of the year forces a pilot to be very quickly. It meant there was no
humble and patient: bad weather place to land there in case of an 2016 Mission
means icing conditions which emergency. Flying southwesterly Preparation for such a flight is often
should be avoided at any cost. A towards Canada, temperatures very complex and requires a lot
small composite aircraft with glider- dropped again and the weather of time and resources. Everything
like wings is very sensitive to ice. It beat me to Resolute. I had to divert comes down to ensuring the flight
disturbs the airflow over the wings to the Eureka weather station. can be done in safe conditions.
and there’s no anti-icing equipment. Canadian authorities were not The aircraft needs to be tested,
impressed with my decision as it is registered and insured. Places
The northern-most public airport also happens to be a military base. with suitable fuel supplies need
in the world, Longyear airport in When I explained
Svalbard, often has fog so having after landing that I
some IFR instruments on board diverted for safety
and knowledge of how to use them reasons and not due
helps a lot. to a fuel shortage,
their concerns went
The Russians were just leaving away and I spent
their winter base at Barneo, about some nice days
100km from the North Pole when with very helpful
I departed Svalbard for the long meteorologists. After
crossing of the Arctic towards the snow storm had
Resolute, Canada. The weather was passed, I took off
forecast to be acceptable over the for Resolute, mostly
pole, but a low-pressure area with flying in IMC due to
snow and blizzards was approaching ice crystals. The day
Resolute very fast. But my hope was after, I made it safely
that I could I could land before the to Iqaluit – a former
weather deteriorated. military base known
as Frobisher Bay.
On departing Longyear, the 4 The Garmin navigation computer during the Atlantic
temperature was -25°C but closer to It was the first of May, crossing. Photo: Matevž Lenarčič
THE
16 CONTROLLER4 Feature
the Cape Verde archipelago.
Fuel issues
Sal airport had no Avgas available,
despite having tried for 5 months
to arrange some via the Ministry
of Agriculture. It meant my only
option was to use regular car fuel,
which had to come from the nearest
town, Espargo. Ms. Karen Žorž, a
Slovenian who works in the tourism
industry on the island of Sal helped
me to obtain an authorisation to
transport fuel to the airport in
20-litre plastic containers on a
festive Sunday morning when most
locals were on their way to church.
With around 4100 km to Martinique,
at least part of the flight would
4 Refuelling in Sal, Cap Verde. after dusk. Because I never flew
Photo: Matevž Lenarčič
this aircraft fully loaded, I decided
to leave as daylight broke and
to be found and a wide variety of 912iS engine. The luggage
permissions need to be secured: compartment was big
for landing, overflying, special enough for our new, slightly
authorisations... After 15 years of larger but more sensitive
long distance flying around the aethalometer. This was built
world, I can confidently say that by a group of scientists at
bureaucracy has become obstacle Aerosol lead by Dr. Griša
number one. It has even caused Močnik. The aircraft reduces
life threatening situations at times, the pilot’s workload to a
simply because someone in an minimum and thereby also
office somewhere strictly enforces reduces the possibility of
narrow-minded rules rather than errors.
common sense.
Setting off in March, I
Planning had to try to avoid the
My plan was to fly around the world low temperatures in the 4 Selfie of the pilot and his additional fuel pack.
in less than 30 days. That meant northern hemisphere again. Photo: Matevž Lenarčič
the pre-planned legs were long So I took off towards the Po
and almost always from sunrise- River basin in Italy. I then flew
to sunset, with some a lot longer. across the Mediterranean north of complete the last part at night. Co-
Flying a light, single engine aircraft Corsica to Menorca and Majorca pilot for this flight was a 120-litre
over water at night or in IMC and before landing in historic Jerez Turtle-pac bladder tank sitting on
landing at an unknown airport in (LEJR) in Andalusia, Spain. the right seat.
instrument conditions is something
that you do not want to do too Dawn revealed beautiful clear As the winds prediction showed
often. A limited set of instruments, skies and sunny weather. Seated normal but unfavourable easterly
reduced redundancy, no de-icing in the cockpit of the Dynamic, I trade winds, the first two-thirds of
and sensitivity to turbulence make discussed visual conditions with the the way I flew quite low. Above
these flights extremely demanding controller. She insisted on me filing 3500 ft, the head wind was simply
and stressful. IFR conditions, making me think too strong.
we were not at the same airport.
For the 2016 GLWF mission, I flew It meant an unnecessary delay and Communications
an extremely fuel-efficient ultra-light after a 10-hour flight straight over VHF communication soon
airplane: a Dynamic-WT9 made by the sea covered by low clouds, I disappeared and with poor HF
Slovakian Aerospool. The aircraft arrived later than planned in hazy communication on such a small
is equipped with new electronic weather and low visibility in Sal – composite aircraft, I preferred
controls and a very efficient Rotax GVAC – the most northern island of using my Iridium satellite phone
THE
CONTROLLER 174 Feature
to communicate with the Oceanic Weather Across the Pacific
control centres. Sal Oceanic Control The weather over the Caribbean Flying to Hawaii with a single
was helpful and understanding, as was not like during my passage 4 engine aircraft is a dream of many
were Santa Maria and New York. years earlier. Back then, the views pilots, even if it’s quite demanding.
had been absolutely amazing. This These days, it’s not unusual to use
The flight was as uneventful as it time, storms meant I had to slalom satellite phones, though the official
was monotonous: music, exercise, between towering cumulus and requirement is still for HF radio. I
checking engine data, fuel rain on the way to Treasure Coast, asked Oakland Oceanic Control
management, chatting with my pilot Florida – KFPR. some months about this, but I never
friend and member of GLWF team, got a clear answer. Advice from
Domen Grauf, photographing, On the next leg, a long cold front some experienced ferry pilots was
recording, controlling operation of had moved in from the Gulf of that Oakland oceanic usually agrees
aethalometer, food, drink… The Mexico towards the northeast. It to satellite communications for VFR
most exciting thing was Domen’s forced me to fly across the water in flights with below 5000 ft.
text message, giving me a stormy strong 50 knot headwinds. Unable
forecast for my night-time approach to reach my original destination – About 50 miles out to sea, the
to Martinique – TFFF. Moriarty in New Mexico – I had to controller reported that I wasn’t
divert to T23, Albany’s Municipal allowed to fly VFR to Hawaii.
With the equator to the south, the Airport in Texas. Surprised, but as it’s safer to be
sun slowly overtook me on the left. a bit higher, I agreed to climb to
While the wind was more favourable The next leg brought me to FL100 and requested change to
at lower altitude, clouds forced me Watsonwille airport (KWVI), close IFR. When I reached the level, the
to climb to FL 100. The play of light to Salinas in California. From there, same controller requested an HF
was beautiful: white clusters were I had planned to cross the Pacific radio test. I called them via Iridium
slowly dyed a golden yellow, red, to Maui – PHOG. Typical for the to talk to another friendly controller.
and then dark blue before going California coast at that time of the Assuming that everything was
pitch black and dark. I could see year is a dense fog layer in the sorted, an angry call came over VHF
lightning to the southwest of my morning, which normally only clears telling me to turn back. I explained
destination, so my hopes for a in the afternoon. that this was not an option as the
happy ending increased a bit. As fully loaded plane would not able
I descended and came out of the To my surprise, the forecast for to land safely. Calling my support
clouds at 3500 feet, the lights of the morning promised clear in Slovenia, I explained the situation
Fort-de-France came into view. skies. Refuelling before sunrise, and asked Domen to call whoever
Accepting the controller’s offer for a I was ready at first light and took could help clear the situation:
visual approach was a mistake as the off. I soon crossed the coastline Oakland Oceanic, the Slovenian
airport was very difficult to find in and proceeded towards Hawaii, Ministry of Foreign Affairs, the US
between the mess of the city lights. following the confirmed VFR flight Embassy in Ljubljana, … After some
After almost 18 hours flying, I was plan. The flight itself went well intense exchanges, I was finally
Photos: Matevž Lenarčič
finally back safely on the ground. despite having some unexpected cleared to fly continue VFR to Maui
Any doubts about the efficiency of headwinds. where I landed in the dark after 17. I
the aircraft had disappeared, as I was completely exhausted. Despite
could have flown another 5 hours if the fact that I had managed to
needed. make all requested position reports,
imagine my surprise when I got
welcomed by the tower controller
telling me that I had been grounded
and was expected to sort things out
with the FAA!
It took me four days and what
felt like thousands of phone calls
to clear up what had happened
and how important the research
mission was. Eventually, we found
kind support from the FAA’s Senior
Representative at the American
Embassy in Moscow. He managed
to get us cleared to proceed across
the Pacific.
Far East
The flight continued to Marshall
Islands – PKMJ, Guam – PGUM
THE
18 CONTROLLER4 Feature
and the final Pacific leg to Kota across the open water. It implies fast, maybe because there was
Kinabalu, Borneo – WBKK. All that such pollution is not only a no tourists, after a Russian plane
position reports were given via the regional issue, but that it is indeed was downed overhead the Sinai
two-way satellite telephone. a global threat. From an aviation peninsula some months earlier.
point of view, it can mean having to
The next planned stage was fly in IMC and under IFR conditions, On the way home
again a very long one: some 4100 even if there are no clouds… After the clear skies of the Egyptian
km straight across Thailand, the desert, pollution was the norm
Andaman Sea and the Bay of Bengal As the sun dipped behind the desert overhead Cairo and Alexandria.
to the north of the island of Great mountains, I flew the ILS approach Crossing the cold Mediterranean
Nicobar and further on to Colombo, fighting a 40 kts headwind. The waters, I was reminded of the
Sri Lanka – VCBI. For the most part, I handling at Fujairah is mandatory, thousands of migrants making the
was cleared on direct routes, except well organised and fast but very same crossing, but in much worse
through India, where the controllers expensive. conditions – with many of them
insisted that I follow the IFR routes paying for it with their life. I made
as planned. After flying the last Leaving Fujairah, I had to cross it across, landing in Dubrovnik,
four hours in the dark, I found the Dubai CTR with dense traffic. Croatia – LDDU. It was beginning
entire island of Sri Lanka covered in Controllers had no experience to look a lot like home, which was
thunderstorms. The view during the with slow, small aircraft so I had to just two hours away. After 28 days, I
approach was like flying through wait almost two hours in a holding reached my final destination.
fireworks, making me feel very pattern before they gave me vectors
small and vulnerable. Thankfully, to the other side of controlled I am already planning the next
closer to the island, I managed to airspace overhead the Persian Gulf. flight, though it will not be around
get reliable communications with This delay and much stronger than the world: this time, the focus
Colombo radar, who vectored me forecast headwinds, nearly put my of our measurements will be on
around the thunderstorm cells and original destination, Crete, out concentrations of black carbon and
high mountains. of reach. After getting some very sand dispersed by winds from the
confusing instructions over the Sahara Desert. These particulates
Black Carbon Saudi desert, I decided to divert to deposited on white surfaces of
From Colombo, the flight led Hurgada, Egypt – HEGN. As I did the glaciers in the Alps increase
me straight across the Arabian not have permission to overfly and the rates of heat absorption and
Sea, east of Muscat, to Fujairah – land in Egypt, I called Domen again accelerate the rate at which glaciers
OMFJ in the United Arab Emirates. to try and solve my predicament. are disappearing in the Alps. ^
From the research point of view, Mike from the White Rose agency
this yielded our most important arranged an authorisation to
discovery: we found extremely high land in a record time. All airport
concentrations of black carbon administration went smooth and
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