navair 2014 - Cyprus Air Traffic Safety Electronics Association

2
Editorial
Dear reader, dear colleagues
You have on your screen the new edition of
Navaire, the offi cial journal of IFATSEA. High
costs in mailing and printing has forced us to produce the magazine only in electronic format.
The magazine is open to affiliates, associate members and sponsors to publish.
As editor, welcome articles from all over the
world. Let this journal to continue to be a forum
of ideas and news of the interest of the ATSEP
community as well as advances in CNS/ATM technology, human resources issues and other related
material.
Please support this effort by providing your feedback , your articles and your regional news.
Theodore Kiritsis
IFATSEA Vice President
Editor Navaire
2
3
Message from the President
Daniel J Boulet
President
International Federation of Air Traffic Safety Electronics Associations
I recently had the pleasure of joining NAV
competency verified prior to being given to authority to perform maintenance. For ATSEPs
however, a key element required to maintain proficiency is missing: minimum standards for work
experience.
CANADA’s flight check crew on two flight inspections. Deer Lake and Gander Airports in Newfoundland, Canada are just two of the many
locations attended to by NAV CANADA’s ATSEPs and pilots. The inspections involved
a variety tests including a re-commissioning of the Deer Lake DME and
ILS as well as annual inspections
of two ILSs in Gander.
As maintenance routines become
extended and equipment becomes more reliable, technologists will spend less time face
to face with the equipment.
So maintaining currency
through experience and
repetitive action becomes
more difficult.
It makes no difference
whether we are talking about
ground based navigational aids in
the CNS environment or ATM systems in area control centers – both are becoming increasingly complex.
These routine inspections
prompt us to consider the importance of periodic maintenance of
navigational aids. Although technological improvements may have
reduced the frequency or duration
of routine maintenance, flight inspections are a reminder that such equipment
should never be ignored. And ATSEPs play a
vital role in the ongoing maintenance of these
systems.
Yet while complexity increases opportunities for
work experience decreases. These divergent
paths are putting ATSEPs in an untenable situation: the requirement to solve more and more
complex problems with less and less experience.
But routine inspections of ground based navigational aids are not enough to maintain a safe aviation environment. Pilots need to maintain their
currency. The “experience matters” culture is
well developed in the pilot’s world. Practical
exams or “check-outs” are used in the air traffic
control profession to verify an ATCO’s qualifications for a particular sector or position. So what
about ATSEPs?
It stands to reason then that maintaining currency is the new challenge for ATSEPs around
the world. It’s also one in which IFATSEA is well
positioned to play an important role in the years
to come.
Of course, ATSEPs will receive extensive equipment specific training. They will also have their
4
SAFETY CRITICALITY OF CNS/ATM
SYSTEMS
Addressing the risks in the
sociotechnical system in
CNS/ATM
By Theodore Kyritsis
IFATSEA Vice President
Editor Navaire
If someone from the ‘50s would wake up today,
he would be amazed with the extent that the
technology and especially information technology, has been integrated in our lives. He would
also notice that we have become dependent on
technology.
If the said person was someone from the Air
Navigation Services domain, he would also notice the tremendous progress made in ANS technology and procedures, in order to cope with the
traffic increase, almost steady, for the last few
decades.
Now, with the paradigm shift in the concept of
operations coming from projects like SESAR,
NextGen and CARATS, initially to their area of
deployment and finally the whole world, they will
all be interconnected through the Aviation internet SWIM (System Wide Information Management), obviously a Decentralized model. That
impresses even contemporary aviation experts.
The pressure for applying new concepts through
new CNS systems is immense and behind it is of
course, cost reduction. It is true that while the
aircraft systems have evolved, under strict Certification requirements, the ground part still lacks
implemented functionalities that would harvest
the aircraft capabilities.
It is also worth noting that while this paradigm
shift is in progress since 2005 to say the least,
awaiting the first wave of deployment of mature
functionalities at the last moment some newcomers come on board. These are RPAS (Remote
Piloted Aviation Systems or UAV) and the issue
of Cyber-security!. It is like building a ship and
then changing its cargo content and on top of
that try to secure it. To complete the confusion
coming from this rush for change, IATA , the EU
and EUROCONTROL come forward with a concept of Centralized Services* which in my view
is contradictory to the SESAR concept of operations.
There is another factor that is often overlooked
when systems are designed. The reality factor.
And reality is hard evidence that is required to be
bought in and seriously looked at and taken into
consideration.
To explain, I mean that the change must be
gradual and with secure steps especially now
that the demand for Capacity has slowed down.
We must not overlook the actual CNS systems
and the people making sure that they operate
safely and efficiently, the ATSEP. The new SYSTEM is a sociotechnical Complex system on
5
which we have no experience.
ATSEP today monitor and control all CNS/ATM
systems, sensors like radars and also Navigation
and Communication systems under their responsibility in a closed safety critical system.
The new system will be a distributed system
where the new Business concept wants to see
Services through a SoA model (Service oriented
Architecture) instead of the robust concept of the
ANSP being responsible and a coordinator of
these services of today. In other words, to create a new market, through the technological
change but in a Safety Critical area. Consequently, address and succeed simultaneously on
a monumental change in the concept of operations and multiple operational, technical and
business targets at the same time.
Or do we?
In 2003 a terrible mid-air collision took place in
Uberlingen. The accident was deeply investigated and evaluated in many parts of the world
and many recommendations were drawn from it
and safety lessons disseminated. One of them
identifies the issue of complex systems, the necessity to License ATSEP. The evaluation of
these recommendations a few years later
showed significant progress in all areas apart
from the area of ATSEP Licensing.
The issue is also being discussed in ICAO and
although a decision was made in 2008 to proceed with ATSEP licensing, the issue was
brought forward again in 2013, obviously after a
long delay, and is now again to be discussed displaying a reluctance to proceed with ATSEP licensing although it is a clear lesson to be
implemented by an accident.
Please note that the licensing of ATSEP is an element relating to the quality of personnel of the
Sociotechnical system definition.
The issue of Degraded* modes of operation and
the methods of recovery to normal operations is
routinely overlooked and thus slips from the attention of the system designers especially when
trying to create space for a business concept. It
must be understood that the automation degradation has the propagation and a ripple effect
throughout the system (Ref. CJ*).
The technical Systems Monitoring and Control
concept remains antiquated on concepts relating
to the 80s although they are expected to address
now a huge change of a distributed system and
moreover on a SoA. Thus there is very little or no
progress in the main tool to identify and address
degradations and eliminate risk, safety and performance issues. With the current tools the
ATSEP on duty, performing a Safety Critical
task*, does not have the necessary tools and information to maintain a system situational/status
awareness so as to take the needed actions.
This of course can lead to errors with unforeseen
impact especially when the various services
have been outsourced to different providers (like
the datalink service ref EASA study). Take for
example a ‘false’ or ‘unidentified’ ADS-B track of
a UAV. The ATSEP on duty will have to identify
across the various data providers (Sur(ADS-B) ,
Com, airborne Com, and also decide whether it
is a Cybersecurity* issue).
What has the experience on changes of the
CNS/ATM system taught us?
1.The change to the new ICAO flight plan necessitated a relatively small of a component of the
Data Processing part of the CNS infrastructure
and created a significant number of problems
(ref: ICAO FP2012 implementation study).
2.The same happened with the implementation
of the first datalink infrastructure in Europe (ref:
EASA DATALINK REPORT) some of which relate to the dispersion of responsibility of ANSPs
to external providers.
From 2015 and onwards the first proven solutions of SESAR will be deployed in Europe and
adjacent ‘third’ countries. There are 4 area functionalities and 2 new innovative concept technical enablers (iSWIM and i4D). As side info this is
going to cost about 2.8 billion euro of which 64%
will have to be invested by the ANSPs.
Doesn’t this sound like an immense technological change? Changing the classic tactical ATC to
a 4D Trajectory ATM where the human will play
a management role. And of course a net centric
system for which the issue of Cybersecurity is
only now being investigated?
Now even if the problem is quickly identified
among the various Service Providers, and I don’t
mean ANSPs but companies that will be providing each function, the process will have now to
go through the various contractor’s helpdesks,
with different cultures, especially safety culture.
Eg a Com provider that attends the usual fixed or
mobile telephony does not understand the safety
6
criticality nature of the Com service for the pilot
and the controller.
cality of CNS/ATM systems combined with the
ATSEP profession identified in the recent EASA
study, by ECORYS, as well as safety lessons
from aviation accidents must be integrated in the
Implementation of the new systems
(SESAR/NextGen/CARATS/GAGAN).
Incidentally the study for the implementation of
SESII+ and the unbundling of CNS in Europe,
uses exactly this example, the mobile telephony,
a non-safety critical, non-time critical with uniform type pf equipment throughout its coverage
and possibly worldwide. In Europe a study in
FABEC for countries in central Europe, identified
over 380 different types of CNS equipment!
On the example of a Cyber-attack on the forthcoming SESAR or NextGen net-centric systems
how will the attack be resolved from a usual
technical failure (degradation?). No harmonized
modern up to date tools for the Systems Monitoring and Control have been developed so far.
This must be done in the most efficient way so
as to achieve the flawless operation of legacy
systems while at the same time fusing and integrating the netcentric Conops with the eyes
firmly focused on the safe and efficient progression in the forthcoming 4D trajectory era!
IFATSEA being committed to the safe and efficient provision of ANS through a competent Licensed and highly trained ATSEP professionals
is actively involved and contributes its expertise
to SESAR JU through the IFATSEA expert team ,
is involved in the SJU International Validation
Team (IVT), while maintaining contacts with the
other initiatives like NextGen.
The IFATSEA SESAR team has proposed a concept for a modern harmonized SMC element with
Health management principles embedded and
systems development with built in standardized
SMC capabilities.
It is evident from the above that the safety criti-
References:
1.http://www.sesarju.eu/
2.NEXTGEN : http://www.faa.gov/nextgen/
3.CARATS Presentation : http://www.atmseminar.org/seminarContent/seminar10/Plenary%20Closing%20Session/AM_930_Fukuda.pdf
4.Centralized Services: http://www.eurocontrol.int/centralised-services
5.SAFETY:
a.UBERLINGEN http://www.dcs.gla.ac.uk/~johnson/Eurocontrol/Ueberlingen/Ueberlingen_Final_Report.PDF
b.The Interaction between Safety Culture and Degraded Modes: A Survey of national Infrastructures
for Air Traffic Management C.W. Johnson , B. Kirwan and A. Licu
6.Degraded modes: Scaring Engineers with Degraded Modes: The Strengths and Weakness of Action Research in Air Traffic Management http://www.skybrary.aero/bookshelf/books/1459.pdf (Chris
W. Johnson and Andrew Kilner)
7.EASA Study, by ECORYS, on safety criticality of professions:
http://www.easa.europa.eu/system/files/dfu/rulemaking-docs-research-EASA-STUDY-2011-FC25--Summary-Note.pdf
8.EASA Datalink report: http://ec.europa.eu/transport/modes/air/single_european_sky/doc/implementing_rules/2014-04-23-easa-datalink-report.pdf
9.Cybersecurity:
a.https://www.eurocontrol.int/news/progress-cyber-security-atm
7
Pete Rosa Appointed ICAO Liaison Officer
June 24th, 2014
IFATSEA is pleased to announce the appointment of Pete Rosa
as chair of IFATSEA’s ICAO Liaison Committee and liasion officer to ICAO.
Pete’s aviation career began in 1997 when he joined the United
States Navy working on Air Traffic Electronics Equipment. In
2008 he left the US Navy and moved to Technical Operations in
the Federal Aviation Administration.
During this time he was part of a workgroup that developed and
implemented the FAA’s first successful Aviation Safety Action
Program within the technical community.
Pete is a member of the Professional Aviation Safety Specialists (PASS) and a graduate of Embry Riddle Aeronautical University with a Bachelors of Science in Technical Management.
8
Author:
Patrizio Vanni ©
[email protected]
* reprint from 2012
On March 2011 the European Commission has
officially declared the European Geostationary
Navigation Overlay Service (EGNOS) available
for Safety-of-Life Service in the Aviation domain.
This is an important step in Europe for the first
pan-European Program that involves all States
and different professional profiles. ATSEP is a
key figure in the management of EGNOS operations, design, validation and system upgrades.
What is EGNOS?
EGNOS is the first Satellite-Based Augmentation
System (SBAS) that improves the accuracy and
integrity of GPS signals over the European Civil
Aviation Conference (ECAC) area.
The system is able to provide a signal in space
(SIS) compatible with the Safety of Life requirements defined in the ICAO Standards and Recommended Practices (SARPs) for SBAS.
EGNOS SIS meets Integrity and Continuity requirements as defined in the EGNOS Safety of
Life Service Definition Document.
Another important characteristic of EGNOS is its
fully interoperability with other international
SBAS systems as the already operational American WAAS, future Japanese MSAS and future
Indian GAGAN. Moreover EGNOS satisfies SES
552/2004 regulation concerning interoperability.
Main actors involved in the Programs are:
•The European Commission (ES) that is the
owner of the system.
•The European Space Agency (ESA) responsible
for system design and related evolutions.
•The European Satellite Services Provider
(ESSP) that is the Air Navigation Service
Provider, certified accordingly to SES regulation
2096/2005, responsible for the management of
system operations and maintenance. ESSP
shareholders are 7 European Air Navigation
Service Providers (AENA, DFS, DGAC/DSNA,
ENAV, NATS, NAV Portugal, Skyguide).
•Thales Alenia Space France, under a subcontract with ESSP, responsible for the engineering
support, maintenance of the EGNOS product deployed in Operations and for the deployment of
new system releases.
Architecture
EGNOS is composed of 4 different segments:
The Ground segment, which is constituted of
•41 Ranging Integrity Monitoring Stations
(RIMS), distributed mainly over the whole of
ECAC area and a number of sites spread outside (America and Africa). Each site contains up
to three different types of RIMS channels (A, B
and C). They all receive GEO/GPS/GLONASS
satellite signals and forward them to all MCCs for
processing and computation of the EGNOS Navigation Data. The RIMS network is the basis for
the collection of GPS/GLONASS signals, but
also for the verification of the EGNOS SIS and
therefore for the provision of integrity.
•4 Mission Control Centres (MCC) located in Italy
(Ciampino), Spain (Torrejon), UK (Swanwick)
and Germany (Langen). In each MCC station, a
9
device called Central Processing Facility (CPF)
computes in real time corrections to the signals
received from the RIMS, including ionosphere
delays, GPS and GEO ephemeris and clock errors and produce the EGNOS augmentation signal (SIS). The signal is sent to the user via a
GEO satellite link in the same L1 band of GPS.
•6 uplink stations Navigation Land Earth Stations
(NLES) located in Italy (Fucino, Scanzano),
Spain (Torrejon), France (Aussagel), Netherlands
(Burum). These stations act for the signal uplink.
•All stations are interconnected by a dedicated
network managed by British Telecom and called
EGNOS Wide Area Network (EWAN).
The Space segment, which is composed of 3
geo-stationaries satellites (2 Inmarsat PRN
120/126 and Artemis PRN 124). Although the
EGNOS Signal
in Space (SIS)
is broadcasted
thorough the
global beam
area of the
GEO satellites,
the most requiring service
levels will only
be provided in
the ECAC
area.
GLONASS and
GPS satellites
are only monitored and are external to the EGNOS System
The User segment, composed of the EGNOS receiver and the aviation community.
The Support segment, which is composed of the
Performance Assessment Check-out Facility
(PACF) located in France (Toulouse) and the
mission-oriented Application Specific Qualification Facility (ASQF) located in Spain (Torrejon).
EGNOS is used to support RNAV (GNSS) approach operations down to LPV minima.
The RNAV operation LPV is an Approach with
Vertical guidance (APV). The VNAV capability
provides vertical guidance based on EGNOS signals. This operation is also referred to as APV
SBAS.
APV-I
220 m
Today 2 States have published LPV approaches
procedures, French (Pau, Le Bourget, ClermontFerrand airports) and Switzerland (Les Eplatures
and St. Gallen-Altenrhein airports). Other European Air Navigation Service Providers are starting to sign agreements with the ESSP in order to
publish new EGNOS based approach procedures within their territories.
EGNOS gives a lot of advantages in RNAV;
GNSS trajectories are shorter, more flexible (no
need of ground
beacons is required) and optimized as per
radar trajectories. No installation of nav-aids
are required per
airport. Runways are more
easily reachable
when ILS is not
possible because of mountains and reliefs.
ATSEP role in EGNOS
Use of EGNOS in aviation
Performance Requirement
Horizontal Accuracy (95%)
Vertical Accuracy (95%)
20 m
Integrity
1-2x10-7/ Approach
Continuity
1-8x10-6/ 15 sec
Horizontal Alert Limit (HAL)
0.3 nmi
Vertical Alert Limit (VAL)
50 m
Availability
99% - 99.999%
Time To Alert (TTA)
6 sec
Today main operations of EGNOS are carried out
by:
•the team (engineers) operating (office hours) in
the ESSP System Operations Unit (SOU) located
in Toulouse ; this team is in charge mainly for the
second level support, operations planning, system deployments and central logistics management.
•the team (operators, maintainers and engineers)
operating h24/365d the Mission Control Centre
(MCC) with the Master Role (Ciampino, Langen,
Swanwick or Torrejon). MCC are hosted and
managed by ANSP staff (ENAV for Italy, DFS for
Germany, NATS for UK, AENA for Spain). The
roles of MCC operators can be summarized as
follow:
oSystem Supervision: Monitoring and control of
EGNOS assets, support to remote maintenance
and internal support to MCC.
10
oFault recovery: Ensuring the replacement of
any faulty (First Line Maintenance) part of the
system, and managing remotely the actions performed by the FLM maintainers from hosting entities.
oMaintenance: First Line Maintenance at MCC
site (preventive, corrective), Packing Handling
Storage and Operations support tasks.
oDeployment and Upgrade management, including training and MCC qualification activities.
oHosting: Provision of space and environment
conditions to EGNOS subsystems.
oOperational documentation validation.
•the maintainer responsible for the
first line maintenance on the 41
RIMS sites and on
the 6 uplink NLES
stations.
Being EGNOS an
aeronautical
safety of life application is evident
the safety relevance of the activities carried out by
the actors involved in EGNOS operations, mainly the figures
operating in the MCC and in the SOU.
Training is delivered to MCC operators by ESSP
accordingly to ESARR 5 guidelines. Qualification
and training activities are foreseen for MCC operators at each every major System release
(ESR).
The future
EGNOS will have different evolutions in the next
years, comprising operability improvements for
MCC , new definition of the subsystem architecture and Mission Monitoring Interface, hardware
replacement, coverage extensions and GALILEO
constellation compliance.
On March 2012 a new release (v2.3.1+) will be
deployed. This includes new RIMS (La Palma,
Athens and Alexandria), some obsolescence
performance enhancements, replacement of
ARTEMIS with INMARSAT geo satellite.
The role of ATSEP operating and deploying the
system is fundamental in order to keep the system reliable and safe without any interruption of
the service.
Conclusions and challenges
EGNOS has been a big success for Europe and
for the Single European Sky framework. It has
demonstrate how different cultures and skills can
jointly collaborate to an efficient and safe service.
An extensive training programme has been developed for MCC operators, continuous improvement and traceability with ATSEP CCC in the
future is requested.
Next steps includes a more relevant role of
EASA in the certification process that involves
different States and a big challenge for the certification of ATSEP itself.
EGNOS area coverage extensions are foreseen
for African (MEDA program) and East Europe regions.
EGNOS can be extended for its use in other domains as road, agriculture, maritime and rail.
References
•
EGNOS Safety of Life Service Definition
Document EGN-SDD SoL, v1.0 [EC]
•
EGNOS a cornerstone of Galileo [ESA]
•
ESSP website: http://www.esspsas.eu/home
•
European Space Agency website:
http://www.esa.int/esaNA/egnos.html
•
European GNSS Agency:
http://www.gsa.europa.eu/
•
EGNOS portal: http://egnosportal.gsa.europa.eu/
11
FUTURE SYSTEMS
I m p a c t o f R PA S * o n AT S E P
* R e m o t e l y P i l o t e d A v i a t i o n S y s t e m s ( U AV s )
Carlos Viegas IFATSEA SESAR SJU Liason
Our Future with RPAS
UAVs, Drones...are words in everyone’s daily life
today, at least in most parts of the world.
In those parts of the world where other matters
have much higher priority, namely; health, food
and education, drones will also very soon play a
role.
This technology is accessible and cheap and can
be of wide use for this reason for the good and
unfortunately also for the bad.
In short RPAS are here to stay and technology
and manufacturers are way ahead of regulation
authorities, this is of prime concern even though
a very significant effort is being done by ICAO
and EASA it is still playing catch-up with the
huge pressure to put products on the market.
In fact many are already here and this first of a
series of articles is an attempt to spark debate
and show from the smallest to the biggest what
they are, what technologies are involved, their
uses and the possible security and safety issues
stemming from their use.
We will start with th e s helicopters, tricopters,
quadcopters, and other multiple rotor craft as
well as flapping wing RPAS.
The technology for the flight controllers, be it
manual or autonomous, GPS and compass reference systems, real time video transmission and
telemetry is growing daily at an astonishing rate.
A quadcopter with capability for 4kg payload can
be easily assembled from of the shelf parts or
bought ready to fly from less than 1000$ to over
15000$ depending on the objective of the payload.
An air vehicle like this can travel in excess of
100kph in autonomous flight for up to an hour
and the range can easily exceed 1,5 km , considering the fully electric model lowest in the range (
the one paparazzi love so much).
These numbers are important if the potential in
terms of safety and security is to be understood
and the multirotor ‘copter in first picture above
can easily do this, it includes fully retractable
landing gear by the way so that there is nothing
in front of the camera lens all 360º on the X axis
and 180º on the Z axis, with the RPAS hovering.
Now regulation issues come to mind;
How close to airports should they be allowed to
fly, Up to what altitude, what control frequencies
can be used, what telemetry frequencies, what
real-time video frequencies can be used, analog
or digital ?
Although some of these questions have been addressed already many more remain and of those
addressed some are not global yet, namely the
telemetry and control frequencies.
Should telemetry and control data have to be
logged and remain available to authorities for a
determined time frame in case on an incident ?
The heart of such a system , the flight controller,
can as easily control a tiny ( 60cm span ) multirotor or a much bigger craft from a ground station
comprised solely of a laptop and proprietary or
opensorce ( TARANIS ) transmitter, example of
the autonomous flight display:
More importantly all this is accomplished with
open source hardware and software and as such
available to all.
Impact on CNS and ATSEP roles and responsibilities
This question requires going into more detail so
12
that the issue may become clearer;
Processing capability for autonomous flight with
GPS and magnetic waypoint navigation , loitering and automatic “return home” , altimeter, 3D
compass, 3D accelerometer, barometer, 5.8 Ghz
and 2,4 Ghz real time diversity video transmission, 433Mhz or 915MHZ telemetry
(
EAR99, or not! )….all this fits into the palm of the
hand.
Now this means that since it is opensource and
cheap there is nothing to prevent these flooding
the skies in the near future as the price is so appealing for sports and other events video coverage, traffic monitoring, publicity, etc.
So we could say that the potential impact on
CNS might be spelled “
chaos”, if regulation
where not to catch-up
since the issue here is
not what these RPAS can
do but what they may do.
Capability to interfere
within segregated traffic
airspace at airports and
aerodromes is there but if
we return to the previous
question another arises:
since they can interfere
within segregated airspace should we not integrate them into the controlled air traffic so that
they may not exceed their regulated permission
to fly?
An integrated systems oversight seems the obvious solutions, integrated SMC, but do we have
to monitor each and every one of these RPAS?
Maybe the question we should ask ourselves is
how do we monitor them, integrate them with
other air traffic and prevent chaos.
It is all new, exciting and potentially very dangerous to existing air traffic systems , to control
them or the air space in which they may fly
means each and everyone needs to be registered and “login” to a communications network to be allowed to fly and be monitored by
systems and its flight data logged?
One particular type of RPAS is the flapping
wing one, this amongst other uses is targeted
at bird control in airports by mimicking peregrine falcons.
This raises the obvious question of how do
we use them without integrating their flights
with the regular airport traffic, be it ground
traffic or landings and take-offs of aircraft ?
the need for integrated human and systems
oversight seems obvious.
The Bigger over the line of sight RPAS raise a
whole new set of concerns as they have the capabilities which puts them within regular on route
airspace, these we will analyze in the next article
although the decision and method of integrating
them and their systems into regular SMC and air
traffic control is unavoidable and as such easier.
Quoting Raffaello D’Andrea: “..these machines
are incredible powerful if they can communicate
together but also incredible dangerous we are
creating very powerful stuff here but it should be
clear than it can be misused and abused it´s
pretty terrifying what one could do with these machines and some advocate suppression…but
that is not going to work, you cannot close pandora´s box so to
speak.
Besides we as a
species are not
very cautious and
we are not going to
turn our backs on
these tools that
offer so much
promise so instead
we just have to figure out a way to
learn how to live
with these machines that can do wonderful
things but also very terrifying things…we have no
choice.”
REF:
http://copter.ardupilot.com/, http://www.opentx.org/ and http://www.frsky-rc.co.uk/.
View and listen with attention to :
https://www.youtube.com/watch?v=C4IJXAVXgIo&list=PLCewcH_CAfMXWAfXmk0D-w5ca2qtiIyHM&index=2
13
GAGAN
GPS Aided GEO Augmented Navigation
Summary
GPS Aided GEO Augmented Navigation
(GAGAN) is a planned implementation of Satellite Based Navigation System being developed
by India to deploy and certify an operational
Space Based Augmentation System (SBAS) for
Indian Flight Information Region (FIR), with expansion capability to neighboring FIRs.
GAGAN has been certified for providing RNP 0.1
route navigation service over the Indian FIR
meeting International Civil Aviation Organization
(ICAO) Standards and Recommended Practices
(SARPs) requirements. Further work is on to provide APV 1 precision approach service over Indian landmass.
INTRODUCTION
Global Navigation Satellite Systems (GNSS) provide autonomous geo-spatial positioning with
global coverage. They allow electronic receivers
to determine their location (longitude, latitude,
and height) using the signals transmitted by the
GNSS satellites. There are four main GNSS systems in different stages of development. The
United States NAVSTAR Global Positioning System (GPS) is the most popular fully operational
GNSS. The Russian GLONASS is in the process
of being restored to full operation. The European
Union's Galileo positioning system is a next generation GNSS in the initial deployment phase.
China is building up a global system called COMPASS.
14
Mr . C.R.Sudhir
GPS is very popular and is supporting a large
number of general navigation and timing applications. However, the GPS system lacks the accuracy, integrity, and availability to satisfy the more
safety critical applications like Air Transport. This
has led to the development of techniques to augment the basic GPS service. Augmentation is a
method of improving the navigation system's attributes, such as integrity, accuracy, reliability,
and availability, through the integration of external information into the calculation process.
There are three different types of Augmentation
Systems available depending on the way the
corrections are computed and sent to the users
namely the Ground Based Augmentation System
(GBAS), the Aircraft Based Augmentation System (ABAS), and the Space Based Augmentation System (SBAS).
Currently only 4 SBAS systems are in operation.
The SBAS developed by USA is called WAAS
which stand for Wide Area Augmentation System. In Europe the similar system is referred to
as EGNOS which stands for European Geostationary Navigation Overlay System. The Japanese system is called MSAS which stands for
MTSAT Satellite Augmentation System in which
MTSAT stands for Multifunctional Transport
Satellite System. India is developing GAGAN
which stands for GPS Aided Geo Augmented
Navigation.
SBAS is defined as a wide coverage augmentation system in which the user receives augmentation information from a satellite-based
transmitter. This system uses ground reference
stations spread across a wide area and provides
signals from satellites to support high availability
operations from en route through to precision approach over a large geographic area. SBAS Reference Stations are deployed throughout the
region of service at pre-surveyed locations to
measure pseudo ranges and carrier phases on
GNSS Signals from all visible satellites. The reference stations send these measurements to
SBAS Master Control Station, which calculate
clock and ephemeris corrections for each GPS
satellite monitored, ephemeris information for
each GEO, and Ionosphere grid points (IGPs). In
addition to the corrections, the Master Station
calculate error bounds for Ionosphere corrections
called grid Ionosphere vertical errors (GIVEs) at
each IGP , and also combined error bounds for
clock and ephemeris corrections for each visible
satellite, called user differential range errors
(UDREs). The Master station sends these corrections and error bounds to the users through
GEO communication satellites. User avionics
apply these corrections to their pseudo ranges
obtained from GPS measurements, in order to
improve the accuracy of their position estimates.
They also use the UDREs and GIVEs and other
information to calculate error bounds on position
error called the Vertical Protection Level (VPL)
and Horizontal Protection Level (HPL). For the
integrity of the system, these protection levels
must bound the position errors with probability
must bound the position errors with probability
greater or equal to 0.9999999 in one hour for enroute through Non Precision Approach operations and for Precision Approach in 150 seconds.
GAGAN PROJECT
GAGAN is a planned implementation of a Satellite Based Navigation System being developed
by Airports Authority of India (AAI) and Indian
Space Research Organization (ISRO) to deploy
and certify an operational SBAS for the Indian
Flight Information Region (FIR) with expansion
capability to neighbouring FIRs. When commissioned for service, GAGAN will provide a civil
aeronautical navigation signal consistent with International Civil Aviation Organization (ICAO)
Standards and Recommended Practices
(SARPS) as established by the Global Navigation Satellite System panel (GNSSP). India is
working towards attaining APV1 capability over
the entire land mass. As the footprint of the
GAGAN space segment covers large portion of
the Asia-Pacific region i.e., the whole of Indian
region and neighboring countries such as Srilanka, Pakistan, Afghanistan, Bhutan, Nepal and
Figure 2: GAGAN FOP Architecture
Bangladesh, all can derive benefit of the Indian
experience to provide SBAS services by appropriately augmenting ground segments.
GAGAN Project was conceived in the year 2001
and planned in two phases: Phase I: Technology
Demonstration System (TDS) and Phase II: Final
Operation Phase (FOP).
GAGAN TDS PHASE
Figure 1: GAGAN TDS Architecture
The GAGAN TDS was the first phase of GAGAN
program to deliver a SBAS over Indian FIR. The
GAGAN TDS was leading to an operational Indian SBAS and used to demonstrate SBAS inte-
15
gration, collection of data for system development and modifications necessary for Indian region and establish requirements for the
GAGAN-FOP. TDS phase was successfully completed in August 2007. TDS phase required implementation of a minimum configuration system
to demonstrate the capability of the SBAS over
limited region of the Indian airspace to serve as
proof of concept.
The performance objective was to meet the limited ICAO SARPs requirements. The TDS consisted of eight Indian Reference Stations
(INRES) at Delhi, Kolkata, Guwahati, Port Blair,
Ahmadabad, Bangalore, Jammu and Trivandrum, an Indian Master Control Center (INMCC)
at Bangalore, Indian Land Uplink System
(INLUS) at Bangalore, required communication
links and necessary software for navigation and
communication during the TDS phase. By hiring
and integrating the INMARSAT 4F1 navigation
transponder (space segment) the user level testing of GAGAN signal in space (SIS) was conducted in May-2007. Results were better than
7.6 meters accuracies in both vertical and horizontal over 95% of the time within the perimeter
of the reference stations. Several experiments
were conducted with the SIS including the verification of the accuracy with certified airborne
SBAS receiver. The successful completion and
demonstration of TDS phase paved the way forward to implement GAGAN FOP.
GAGAN FINAL OPERATION PHASE
The GAGAN Final Operation Phase (FOP) is deployed in a spiral deployment methodology,
building incrementally on the TDS phase equipment and architecture, using lessons learned,
and data generated from TDS phase to meet the
set objective of providing enroute, non-precision
approach and precision approach service over
the designated service volume.
The ground based elements (GBE) of the
GAGAN-FOP consist of all subsystems established in TDS phase and additional 7 INRES stations established at Bhubaneshwar, Dibrugarh,
Gaya, Goa, Jaisalmer, Nagpur and Porbandar;
second INMCC at Bangalore; and two more
INLUS stations – one at Bangalore and the other
at Delhi. The communication links are planned to
have redundancies in terms of 2 OFC links and 2
VSAT links between the GAGAN ground elements, to provide the required availability of
99.999%.
The objective of GAGAN FOP is to achieve two
milestones:
•
The first milestone is to achieve an
RNP0.1 capability provided over the Indian FIR
as specified in the ICAO specification.
•
The second milestone is to achieve
APV1 precision approach service as specified in
the ICAO specification over 76% of the Indian
land mass on nominal days.
The GAGAN service volume, being at lower latitudes, is susceptible to the ionospheric variations
that are very predominant and affect the GPS as
well GEO signals. The conventional Single shell
ionosphere model used in other SBAS systems
falls apart when the ionosphere exhibits sudden
changes in electron content as in the case over
the equatorial region. Hence to meet the set objective of achieving APV1.0 precision approach
service over the Indian land mass, for GAGANFOP, an appropriate region specific ionosphere
model called ISRO GIVE Model - Multi Layer
Data Fusion (IGM-MLDF) has been developed
and implemented by ISRO/AAI. Another important feature of this algorithm is that, it does not
require any changes in the user message structure, resulting in ease of GAGAN message
usage by all the users, including the legacy
users.
The INRES collect measurement data and
broadcast message from all the GPS and GEO
satellites in view and forward them to INMCC for
further processing. The data collected by each
INRES site across the country is transmitted to
INMCC in real time every second. The received
data are processed for integrity and correction
and SBAS messages are generated. The generated SBAS messages are sent to INLUS for further processing. The INLUS receives correction
messages from INMCC, format them for GPS
compatibility and uplink the SBAS messages to
GEO Stationary satellite for broadcast to user
community. The SBAS messages contain information that allows SBAS receivers to remove errors in the GPS position solution, allowing for a
significant increase in location accuracy and reliability. Along with the corrections, the confidence
parameters are also computed and provided to
the users as messages. The messages are up
linked to Indian GEO satellites through Indian
Land Uplink Station (INLUS). The broadcast
messages are used by SBAS compatible receivers which compute its position while applying
corrections over GPS signals.
3 GEO satellites GSAT-8, GSAT-10 and GSAT15 are earmarked to carry GAGAN payload dur-
16
ing GAGAN FOP. Already GSAT-8 and GSAT-10
have been launched, integrated and broadcasting GAGAN signal. GSAT-15 is an in-orbit spare
and expected to be launched during 2015.
system India will be on the global radar of every
harbor, land strip and airport.
The GAGAN system was certified for RNP 0.1 on
30th December 2013 by DGCA. The G series
NOTAM 0032/14 was Issued on 07 FEB 13:17
2014 informing the aviation users that since 14th
Feb 2014, GAGAN Signal-in-space is available
for aviation users for RNP 0.1 Operations in enroute phase of flight over entire Indian FIRs.
The Geostationary Satellites GSAT-8 and GSAT10 have a combined coverage extending from
Africa to Australia. GAGAN supports 45 ground
stations leaving room for 30 new ground stations
in neighboring countries within its footprint.
GAGAN’s next target is to augment multiple navigation constellations - GLONASS, GALILEO and
Indian Regional Navigational Satellite System for
which the first two satellites have already been
launched in 2014.
GAGAN BENEFITS
The biggest benefit of the GAGAN system is the
ability to transition the GNSS
system from a supplemental
navigation aid to a primary
navigational aid. The change
is possible due to the GNSSSBAS’s high level of availability, integrity, accuracy and
continuity necessary for a primary navigation aid. The effect is the evolution of
navigation from ground-based
navigation aids to a GNSSbased system. This evolution
allows the shift from existing
airways, terminal procedures
and approaches that were inefficient due to their reliance
on the location and installation
of expensive ground-based
Very high frequency Omni
Range (VOR), thereby allowing for direct routing
for both high and low altitude airways and the
ability to fly a precision instrument approach
using GPS.
The GAGAN system will revolutionise navigation
in India, be it by land, sea or air. However this is
just the beginning, with such a dynamic program
remarkable transformations can be brought
about in sectors like Land & Resource Management – which will aid in forest measurement,
town planning and fleet movement.
India being an agricultural country, GAGAN will
greatly benefit this sector with precise farming
techniques. GAGAN can also be put to good use
during search and rescue operations. The scientific community can put this system to good use
for surveys, geographical mapping, atmospheric
studies, and geodynamic studies.
The advantages and benefits of GAGAN are
abundant and with the implementation of this
LOOKING AHEAD
CONCLUSION
GAGAN, like other GNSS and SBAS services, is
available free of charge to all users. ICAO has
endorsed GNSS as Future Air Navigation System (FANS) for civil aviation and this is India’s
first step towards modernizing the regional air
traffic system. Once fully operational, GAGAN
will result in tangible savings and higher revenue
both for operators that can now land with lower
minima with the APV and for AAI through higher
traffic density thanks to improved accuracy, integrity and reliability.
17
Human Factors and performance of ATSEPs.
A scientific study needed to ensure safe
and secured future ANS systems
Subit Kobiraj
Regional Director
IFATSEA Asia-Pacific
ATSEPs’ performance variations due various
human factors including stress and fatigue need
to be studied scientifically for taking corrective
managerial actions to ensure the required level
of on the job performance all the times. Immediate initiation of this scientific study is required as
the demand in the role of ATSEPs is increasing
in the areas of global air traffic safety and capacity.
ATSEPs’ tasks are continuously increasing and
becoming more complex with the introduction of
new technology and new concepts in the ANS all
over the world. In addition to ensuring the safety
in the air traffic, ATSEPs are playing significant
role in increasing the capacity of the traffic handling both in the air and on the ground.
Scientific analysis on their job profile and on the
human factors causing them to underperform including stress and fatigue would certainly give
new findings. Addressing on those findings will
assure the safest air traffic services across the
globe in future.
Since no such studies have been carried out till
date, it is necessary to initiate scientific studies at
the earliest specifically focused on ATSEPs.
Growing complexity and increasing demand in
the ATSEPs role
In a capacity driven air space management,
complex CNS systems are playing a very significant role from GATE to GATE to increase the capacity and efficiency in addition to safety. As
ATSEPs are responsible for all the stages of life
of these critical CNS systems, their role becomes
more demanding and complex.
Their areas of expertise are becoming complex
as more and more new technologies & concepts
are being brought into ANS. In the present scenario ATSEPs’ technological expertise is required
in all the following areas (1) Electronic devices
(2) Network theory (3) Signals and systems (4)
Analog and digital electronics (5) Power electron-
ics (6) Communication systems (7) Electromagnetic theory (8) Electronic measurement and instrumentation (9) Antenna and wave propagation
(10) Computer HW and S/W (11) Microprocessor
and interfacing (12) Microwave and radar engineering (13) Control systems and engineering
(14) Data communication (15) Embedded systems (16) Optical communication (17) Digital signal processing (18) Wireless communication (19)
Tele communication and (20) Satellite Communication.
ATSEPs are professionals those who are expected to act immediately on demand by applying their knowledge from a wide spectrum of
fields as mentioned above. Apart from all the 20
fields mentioned above if new technologies are
introduced, ATSEPs are expected to learn
quickly and initiate procurement action on new
technology applications, identify suitable sites,
install, customize and adapt the facility to the
particular site, identify the suitable maintenance
philosophies and carryout the maintenance. In
other words all the CNS systems are being taken
care by the ATSEPs from the induction stages to
till the life expansion programs of the same.
For ensuring the required standard of operational
life of the CNS systems, ATSEPs are carrying
out wide range of tasks which not only require
managerial skills but also need technological
skills which are of very wide range than that of IT
professionals’, telecommunication professionals’,
microwave engineers’, power electronics professionals’ and many other well recognized technical professionals.
Scientific studies have been carried out on most
of the recognized technical professions mentioned above even though their area of expertise
is limited. So, similar analyses on ATSEPs are
very essential and overdue.
ATSEPs’ safety critical contribution in the aviation – Overlooked safety issue
18
In aviation industries, several researches have
Pressure, Lack of assertiveness, Stress, Lack of
been carried out on pilots, ATCOs and ground
awareness and Norms.
aircraft maintenance engineers. However the
Need for studying the human factors in the ATrole played by ATSEPs for the air safety is overSEPs Job profile.
looked and not given any priority.
The impact of the above factors in the mainteCNS systems failure could result into huge finannances errors is very significant and we cannot
cial loss, significant property damage, damage to overlook the potential safety threats these mainthe environment and even loss of life. System
tenance errors can cause. Though we have
degradation of safety critical CNS systems are
many research findings in the area of mainteunacceptable as global air traffic services are de- nance in general we need to focus to initiate a
pending on them.
specific study in line with the ATSEPs job profile.
New integrated CNS systems which mainly work
ATSEPs are exposed to work in high raised towon information technology networks have the poers or even under cable trench. They work in the
tential for very high consequences on failure or
remote sites exposed in the hot sun and in the
degradation. Future air traffic systems will be far
same day come back to main data processing
more automated and far more dependent on
equipment room where the temperature is different.
safety‐critical computers than today’s systems.
The result is that serious consequences of failure ATSEPs are expected to work in a remote sites
with very few or no people around and at the
arise for entirely new application domains and
same time they need to work in a major ACC
new failure modes are evolving such as
where lot many human
denial‐of‐service atinteractions are retacks against netquired.
worked information
Good quality maintenance work leads to
ATSEPs are expected
systems.
good results or elimination of unexpected to a wide variety of
Maintenance tasks or
failures, lower costs, and better safety to tasks like a very simple
jobs are in direct rethe passengers.
daily reading recording
sponse to the air trafto specialized site adapfic services’ safely.
tations. Most of the
Good quality mainteworks ATSEPs are carrying are not well defined
nance work leads to good results or elimination
and supported with state authority documents.
of unexpected failures, lower costs, and better
These contrast nature of job profile cannot be igsafety to the passengers. In other words ATSEP
nored further, we cannot address the human facrole is inevitable and they must perform well to
tor issues by referring general management
meet the required level of performance under
techniques. In particular stress, pressure and faany circumstances. Unless otherwise this intigue factors need to be studied in detail.
evitable role is played properly safety in the air
A case study can be immediately started with
traffic services cannot be taken for granted.
identified samples like, busy airport to remote enSafety is of paramount importance, thus it must
route site, human intensive places to remote site
be ensured at all the levels and components of
where one or two ATSEPs are posted and
CNS/ATM.
So it is essential that comprehensive approaches younger to old generations.
Conclusion:
to the total CNS/ATM systems and the professionals behind these systems are needed so that Need for scientific study on ATSEPs human factors and their effects in the performance are very
critical role of ATSEPs and human factors assojustified. We need to take the first small step tociated with them are not over looked.
wards this study. In the era of information, the
Human factors- that lead to degrade the ATSEPs
collection of research data won’t be difficult. We
ability to perform
may initiate a case study to begin with. After reTransport Canada identified twelve human facviewing and reworking on the type of data we
tors that degrade people’s ability to perform efneed to collect for addressing the objective we
fectively and safely, which could lead to
maintenance errors. These twelve factors, known can move forward for wide scale of collection of
research data. These study will not only will bring
as the “dirty dozen,” can be viewed from the ATus wonderful findings but also will make us well
SEPs point of view.
define our role to match with the growing techThe twelve factors are - Lack of Communication,
nology intensive ANS.
Complacency, Lack of knowledge, Distraction,
Lack of team work, Fatigue, Lack of resources,
19
42
VIEWPOINT
VIEWPOINT
TEAMING UP FOR SAFETY
T
Loïc Michel, ECA Technical
Policy Advisor
o achieve its mission,
EUROCONTROL works
closely with Member States, air
navigation service providers
(ANSPs), civil and military airspace
users, airports, the aerospace
industry, intergovernmental
organisations, the European
institutions, and last but not least
with professional organisations. All
these stakeholders come together
to create a Single European Sky
which meets the safety, capacity
and performance challenges
of European aviation in the
21st century. Partnership is the
single word that best describes
the Agency’s way of operating.
As front-end users and safety
professionals, European pilots are
a key pillar of this partnership and
have enthusiastically embarked on
this ambitious project to improve
and develop new, more efficient
and safer air traffic management
(ATM) concepts and procedures.
The European voice of pilots is
the ECA – the European Cockpit
Association, which was created in
1991 and today represents 38,000
pilots from national Pilot Associations in 37 European States. In
2006, ECA signed an agreement
with the International Federation of Air Line Pilots’ Associations
(IFALPA) to take on the role of
IFALPA’s “regional body in Europe”
– to carry out IFALPA’s responsibilities in Europe when representing
airline pilots at institutions, agencies and any other branches of the
European Union. This agreement
also empowers ECA to fully represent cockpit crews at intergovernmental organisations, including
EUROCONTROL and the European
Civil Aviation Conference (ECAC).
Today ECA is involved at every
level of the corporate governance
structure of the Agency. Not only is
it an observer organisation to the
Provisional Council – the key governing and supervising body of the
Agency – but it also brings a great
Skyway Summer 2014 www.eurocontrol.int
20
deal of operational expertise and
experience on many issues ranging
from technical topics such as traffic
collision avoidance systems (TCAS)
or continuous descent operations
(CDO) to more transverse subjects
like ways of creating a stronger ‘Just
Culture’ environment for aviation
professionals.
ECA experts very actively participate in the work of the Network
Operations team, the Airport
Operation team and the activities
of many other working groups
or ad-hoc task forces. The pilots’
presence and active involvement
helps to foster ideas about how to
improve aviation safety and to implement efficient ATM procedures.
Even more importantly, it provides
a ‘reality check’ by channeling valuable and sound inputs from people
being confronted – in their daily
work – by the new developments
and functionalities attached to a
given operational scenario.
The ECA community also con-
VIEWPOINT
“The pilots’ presence and active involvement helps to foster ideas about how
to improve aviation safety and to implement efficient ATM procedures.”
tributes to the Safety Improvement Sub-Group (SISG), which
aims to help front-end operators
involved in ATM-related safety
events to share experiences
with each other. In this way, the
aviation safety professionals have
an opportunity to broaden their
experience of the problems that
may be encountered, to be aware
of available solutions and therefore be better prepared should
they meet similar occurrences
themselves.
Two very concrete and tangible recent initiatives demonstrate
how fruitful such a partnership
between EUROCONTROL and the
pilot community can be.
A significant achievement for
pilots was the release of the European Action Plan for the Prevention of Runway Excursions (EAPPRE) in early 2013. With at least
two runway excursions per week
worldwide, there was an urgent
need to scale up action against
this kind of safety event. All along
the elaboration process of the
action plan, ECA experts very
closely and actively cooperated
with EUROCONTROL and many
other aviation stakeholders and
organisations to come up with an
ambitious action plan, consistent
with the operational reality.
The action plan provides a
comprehensive set of stakeholder specific guidelines and recommendations on how to reduce
the number of runway excursions. It recognises that the Local
Runway Safety Teams (LRST),
which aim at monitoring closely
the local aerodrome, identifying
potential runway safety issues
and working on means to mitigate runway safety deficiencies
at local level, are a crucial tool to
successfully implement the plan
and produce safety benefits. It
is the expertise and day-to-day
experience of pilots from local
pilot associations that will be
instrumental in making the best
possible use of LRST.
Another major project in which
ECA’s members are playing a
central role is the Prosecutor
Expert Course set up by IFATCA
and EUROCONTROL. The need for
proper administration of justice
and – at the same time – continued availability of aviation safety
information brought this course
to life. The fear of prosecution or
reprisals at company level after reporting an occurrence is still very
much present today. The resulting
lack of incident reporting breaks
the experience feed-back loop
and reduces the ability to achieve
safety improvements by learning
pro-actively from the past.
This initiative tries to smooth
the path for independent
aviation experts to provide highquality information and expertise
to judicial authorities and to
increase mutual understanding.
Available upon request, these
experts will support – with specialist knowledge – the work of
prosecutors especially before, but
also during, a (criminal) investigation related to an incident and/or
accident, and where appropriate,
support the Court. The aim is not
only to provide expertise but also
to create confidence and trust
which are two key ingredients to
any robust and mature safetymanagement system.
Expanding on this positive
experience of cooperation, the
pilot community is committed to
continue its active involvement
to support the Agency’s future
work and initiatives. A number of
activities are already on ECA’s radar screen, such as the upcoming
Airborne Conflict Safety Forum
SOURCE: Skyway magazine
21
jointly organised with the Flight
Safety Foundation.
More than ever, it remains
essential to take human factors
and operational first-hand experience into account in dealing
with upcoming challenges. In
particular, it needs to be clear
that the future ATM system will
only work if wholeheartedly
endorsed by those responsible
for operating it.
A very good test case in that
respect is the shared objective of
safely integrating the Remotely
Piloted Aircraft System (RPAS)
into non-segregated airspace.
In the near future, RPAS will
significantly change the look of
Europe’s skies. Indeed, the smaller
RPAS offer such clear business
opportunities that there will soon
be greater willingness to progressively accommodate them. It is
therefore EUROCONTROL’s intention to help establish clear, harmonised and appropriate rules
to operate RPAS. These provisions
are required so RPAS can evolve
into a recognised and legitimate
category of airspace user that,
from an ATM perspective, is able
to operate transparently with
other aircraft. This raises a wide
range of challenging, safetycritical issues, such as the
management of RPAS collision
avoidance and separation or the
design of human systems interface, which cannot be successfully addressed without controllers
and pilots’ operational input.
Close cooperation and mutual
understanding with professional
staff organisations, therefore,
remains at the core of EUROCONTROL’s work. ECA has played
its part in the past and will continue to do so in the future – in
building a more-efficient and
safer European ATM system.
Álvaro Gammicchia,
ECA Board Director for
Technical Affairs
4
4 3 r d I FAT S E A G e n e r a l A s s e m b l y
Report
I.
The 43rd IFATSEA General Assembly
was held at Istanbul, Turkey at the Grand Cevahir Hotel, from 2nd to 6th September 2013.
II.
The Assembly was inaugurated
with Greetings and Messages from

Mr A Eren Bellikli, President, TATSETPA

Mr. Daniel Boulet,
President, IFATSEA

Mr. Bilal Ekşi, General
Manager of DGCA

Mr. Orhan BİRDAL,
Chairman of Board of Directors
and General Manager of State Airports Authority and ANSP
III.
Due to change in programme
the Minister of Transport, Maritime Affairs and
Communications Mr Binali YILDIRAM could not
be present for the Inaugural function. However,
he had sent his message.
In his message he said that “The Air Traffic
Safety Electronics Staff have a great contribution
in this achievement through providing safety of
life and property for hundred of aircraft and millions of people. They are the invisible characters
for the safe and comfortable flights that make all
our citizens access their beloved ones.
Thus, it is of vital importance for our
staff to be trained accordingly to the
international standards in order to
provide air navigation services
accordingly. In this context.
IFATSEA is a significant organization for our air navigation
services staff to pursue the current and international standards..”
IV. Mr Bilal EKSI, Director General of Civil Aviation wrote.. “Civil aviation is getting developed very fast on
global scale; and thus the importance of Air Traffic Safety Electronics Personnel is increasing day
by day in order for ensuring that aviation activities and operations can go further with regards to
flight safety and aviation security. Such personnel’s being aware of all structural and technologi-
22
cal developments and progress taking place at
the aviation industry and preparing themselves
for such developments and progress are of vital
importance with regards to performance of civil
aviation safety, rapid and orderly.
During a process, where cooperation, partnership and coordination efforts are necessary with
regards to our countries, the endeavors carried
out by IFATSEA for building up the awareness to
comply with the international civil aviation standards, and framework of the collective responsibility, are undoubtedly of great value.”
V.
Ms. Nancy Graham, Director, ANB,
ICAO in her video message spoke about – ATSEPs Competency Program, global training, she
recognized the key role ATSEP is playing in providing safe air passages to the passengers and
wished that ATSEPs continue to do so. She also
mentioned about the Global Aviation Programme
and looked for the support from ATSEPs.
VI.
Mr. Frank Brenner, Director General,
EUROCONTROL in his presentation on “Centralized Services” said, the representatives of the
EUROCONTROL Member States see the need
for change, to overcome some issues, to become more competitive and to re-establish an
ATM environment that is as good as any in the
world. We have currently an excellent record on
safety and that’s important – we must never neglect safety.
But we’re falling a long way short on other measures, particularly cost. Airspace users in Europe
are paying nearly twice as much per controlled
flight hour as they are in the US; we’re still trying
to reach out to Asian countries to establish the
needed agreements to do a detailed comparison
to that region. But from the figures that are available today it is very likely that the Asians are also
23
significantly cheaper than we are, and most
probably cheaper than the US.
That leaves us in third place when compared to
the other major regions of the world. Now being
third in a field of three is not a very comfortable
situation. We need to be listened to around the
world; we need to be listened to in ICAO. We
need to work collectively to get our act together
in Europe, to retain our influence, to ensure that
we have the most modern high tech solutions.
In the beginning of his presentation he mentioned, I come from an operational background
having been responsible for the ATM technology
in DFS for quite some years so I am very much
aware of just how important ATSEPs and IFATSEA are to ATM.
IFATSEA’s contribution in the working groups of
EUROCONTROL has in the past always been
exceptionally high and dedicated and I very
much hope that it remains in such a way in the
future.
VII.
Mr. Patrick Mana, SESAR JU Programme Manager in his presentation on
“SESAR Programme Results” mentioned about
the Multi-Stakeholders approach at the heart of
working of SESAR JU programme which include
staff associations. He also mentioned about the
ATSEP participation expected in the Internal Validation Team and also about IFATSEA involved in
many SESAR activities :
•
Technical Projects : i4D, CWP, Remote
TWR, SWIM, supervision
•
Transversal Projects : Human Factor
•
Task Forces : e.g. supervision
•
Long Term R&D: e.g. Alias (liability impact& issues of automated systems), HALA! (automation)
VIII.
Mr. Paul Lavigne, Director Technical
Operations, Safety and Quality, NAV CANADA
gave presentation on the “Just Culture” system in
practice at NAV CANADA. He said in his presentation -
•
Why is safety important to ATSEPs
•
What role they play in the safety equation
•
How to build on a strong safety culture
•
Where does Just Culture fit in
What is a Just Culture? As per James Reason An atmosphere of trust in which people are encouraged to provide essential safety-related information, but in which they are also clear about
where the line must be drawn between acceptable and unacceptable behavior.
Why introduce a Just Culture? In order for workers to come forward and report errors or mistakes, an organizational climate conductive to
such reporting must exist.
Just Culture Benefits:
•
Clear understanding of “Human Error”
•
Clear expectations on individual treatment
•
Strong “Reporting Culture”
IX.
Other important presentations from eminent speakers were from –

Mr Charles Laponite, Vice President,
Technical and Operations NAV CANADA on
Technical Operations New Equipment Competency & Training

Mr Kenalulkar, International Transport Federation - expressed the need of working of Professional bodies with workers for the
betterment of the civil aviation industry. He also
expressed his concern for the worldwide trend of
retrenchment in manpower due to modernization.

Mr Orhan Birdal, General Manager
DHMI (Turkey State Airports Authority and ANP)

Mr Theodore Kyritsis, VP, IFATSEA
on “A strategic view and impact of new concepts
of operations on ATSEPs future job elements”

Mr. Carlos Viegas, IFATSEA SESAR
JU, Liaison Officer on IFATSEA SJU Executive
Report

Mr. Michel Gaulin, IFATSEA ICAO Liaison Officer gave an update on ICAO NGAP

Mr Anders Halskov-Jensen and Ms
Anne_mette Petri, Entry Point North ATS Academy, Sweden on Training and Competence assessment, Competence Assessment possibilities
– legal requirements, help and guide the individual and Develop Unit, best practice etc.
X.
Presentations from DHMI (General
Dırectorate of State Aırports Authorıty, Turkey)
on - Air Traffic Services, ATSEP & CNS Services,
Aeronautical Information Services.
XI.
There were other presnations and/or
exhibition stalls from manufacturers and suppliers/ sponsors – SELEX ES, TUBITAK BILGEM, ,
INDRA SYSTEMS INC, GUNTERMANN &
DRUNK, SITTI, BARCO, SAAB, THALES,
JOTRON, NAV CANADA
XII.
The 43rd IFATSEA Assembly was attended by 38 countries.
1.
IFATSEA Business:
i.
Resolution on Constitutional Changes
from the present Executive Board consisting of
the President, Executive Secretary, Treasurer
and three Vice-President to President, VicePresident, Executive Secretary, Treasurer, and
four Directors.
The new IFATSEA Executive Board –
President: Mr Daniel Boulet
Vice-President: Mr. Theodore Kiritsis
24
Executive Secretary: Mr. Dany Van der Biest
Treasurer: Mr. Andy Mooney
Director - Asia Pacific: Mr Subit Kobiraj
Director - America: Mr Chuck Siragusa
Director - Africa: Mr. Frank Kofi Apeagyei
Director - Europe: Mr Thorsten Wehe
ii.
The Professional and Technical Committees had joint meeting, Agenda points –
•
ICAO NGAP/ Definition of ATSEP
•
ATSEP Promotion on global level
•
ATSEP Competency and Liability
•
Impact of CNS and new concept of operations for ATSEPs
There were presentations and discussions on
each Agenda points.
The Committee recommended for two Working
Groups to study on
(i) ATSEP Competency and Liability (i) ATSEP
Safety Criticality.
The Committee also recommended the Motion
proposed by Indian affiliate – “It is proposed that
IFATSEA should present a working Paper at
ICAO in connection with Safety criticality of ATSEPs profession”
iii.
The Administrative Committee after its
meeting recommended the following –
•
Publication of IFATSEA Navaire magazine.
Option – A Full electronic version,
Option – B Electronic version on website, also
produced in printed form according to the identi-
fied needs of a dissemination/ distribution plan
from the Executive Board.
•
Public Relations: A Public relation plan
for participation in International Organizations,
Forums and Exhibitions
•
Possibility of establishing a working relationship with IFALPA by attending main events
•
IFATSEA website further improvement
ideas
iv.
Combined Asia Pacific and Americas
caucus meeting
•
The proposed change in Constitution
and the Resolutions were discussed, reviewed
and recommended with certain clarifications from
the Executive Board.
•
Recommendation for Corporate mem-
25
bership
•
Brief Overview of safety initiative in the
United States was given. A voluntary, non-punitive program to solve safety issues that have previously not been discovered, it is called Technical
Safety Action Plan (TSAP) and is specifically intended to report on safety issues for ATSEPs
•
Treasurer’s Report / Budget was placed
in the Assembly
•
IFATSEA new Affiliates: Serbia, UAE
and Mongolia. Two more applications are awaiting approval Pakistan and Montenegro
•
Motions : 7 Motions have been proposed (3 not related to constitutional changes
and 4 related to constitutional changes). 4 were
carried, 3 withdrawn. Detailed overview see
annex to the Executive Board Meeting Report
“List of Motions”.
•
Two Internal Auditors- have been appointed Mr. Costas Christophrou from Cyprus
and Mr. Zelko Valentic from Croatia
•
WG to review DOC 7192 Part E-2 ATSEPs Training will be established.
•
Sub-committee to work on ATSEPs Licensing will be established.
•
WG to work on IFATSEA’s Working
Paper on Safety Criticality of ATSEPs profession
will be established.
2.
The 44th IFATSEA Assembly in 2014 to
be held at Italy, Rome.
*********
5
26
Company News
These orders bring the total number of the
SCANTER 5000 Solid State family sold well over
100 units.
EC adopts Pilot Common Project
regulation: one step closer to deployment of SESAR R& I Solutions
Dubai Int. Airport to Operate a
Total of Five Terma Surface Movement Radars
Terma has been contracted to deliver and install
two new SCANTER 5502 Surface Movement
Radar (SMR) and to upgrade three existing
SCANTER 2001 to SCANTER 5502 standard for
Dubai International Airport (DXB) in United Arab
Emirates bringing the total up to 5 redundant
SMR systems.
Lystrup, Denmark, September 12, 2014 - The
purpose of the Surface Movement Radar is to
maximize safety in airports by allowing Air Traffic
Controllers to monitor, advice, and instruct aircraft, vehicles, personnel etc. moving on the
ground in an airport. A radar is very suitable for
this purpose as it covers a large area and operates independently of light conditions (day/night),
visibility conditions e.g. fog, and possible precipitation e.g. rain and snow.
The SCANTER 5502 Solid State Surface Movement Radars will be integrated into the airport’s
NOVA 9000 Advanced Surface Movement Guidance and Control System (A-SMGCS) as the primary non-corporative surveillance sensor.
With a record of 66.5 million passengers in 2013
– an increase by 15.3 per cent compared with
2012 – Dubai International Airport rank 2nd on
the list of the world’s busiest airports. An extensive program aims to increase the airport’s capacity until 2020. At this time, the airport will
handle 90 million passengers per year and will
have grown to become the world’s largest airport.
Dubai International added 28 new passenger
destinations during 2013, bringing the total number of destinations served to upwards of 260
cities worldwide operated by more than 130 different airline companies. Aircraft movements in
2013 were 369,953, a 7.5 per cent increase
compared to 2012.
Recently, Terma was also contracted for delivery
of SCANTER 5502 to Bahrain’s Manama Airport,
on top of systems already operational at the
Dubai World Central and Abu Dhabi International
Airport.
30/06/2014
The European Commission has adopted a Regulation for the implementation of the Pilot Common Project, the first set of Air Traffic
Management (ATM) functionalities that have
been identified for wide scale coordinated deployment. Published on 27 June in the Official
Journal of the European Union, the Regulation
aims to ensure that the ATM functionalities developed within the SESAR Research and Innovation (R&I) are deployed in a timely, coordinated
and synchronised way. Deployment in such a
way is expected to bring important performance
and cost benefits for Europe’s aviation and air
transport sectors.
The Pilot Common Projects is derived from the
SESAR R&I Solutions and comprises the following ATM functionalities:
•
Extended Arrival Management and Performance Based Navigation in the High Density
Terminal Manoeuvring Areas;
•
Airport Integration and Throughput;
•
Flexible Airspace Management and
Free Route;
•
Network Collaborative Management;
•
Initial System Wide Information Management;
•
Initial Trajectory Information Sharing.
In addition to the PCP, the European Commission intends to establish a Deployment Manager,
whose job will be to implement the PCP and ultimately manage SESAR deployment activities. A
review process by the European Commission will
check progress towards deployment and the
achievement of performance targets, as a result
of the PCP
- See more at: http://www.sesarju.eu/newsroom/all-news/ec-adopts-pilot-common-projectregulation#sthash.VFxGEupk.dpuf
27
EC adopts Pilot Common Project
regulation: one step closer to deployment of SESAR R& I Solutions
30/06/2014
The European Commission has adopted a Regulation for the implementation of the Pilot Common Project, the first set of Air Traffic
Management (ATM) functionalities that have
been identified for wide scale coordinated deployment. Published on 27 June in the Official
Journal of the European Union, the Regulation
aims to ensure that the ATM functionalities developed within the SESAR Research and Innovation (R&I) are deployed in a timely, coordinated
and synchronised way. Deployment in such a
way is expected to bring important performance
and cost benefits for Europe’s aviation and air
transport sectors.
The Pilot Common Projects is derived from the
SESAR R&I Solutions and comprises the following ATM functionalities:
•
Extended Arrival Management and Performance Based Navigation in the High Density
Terminal Manoeuvring Areas;
•
Airport Integration and Throughput;
•
Flexible Airspace Management and
Free Route;
•
Network Collaborative Management;
•
Initial System Wide Information Management;
•
Initial Trajectory Information Sharing.
In addition to the PCP, the European Commission intends to establish a Deployment Manager,
whose job will be to implement the PCP and ultimately manage SESAR deployment activities. A
review process by the European Commission will
check progress towards deployment and the
achievement of performance targets, as a result
of the PCP
- See more at: http://www.sesarju.eu/newsroom/all-news/ec-adopts-pilot-common-projectregulation#sthash.VFxGEupk.dpuf
_____________________________
Airservices Australia Commissions Integrated Tower Automation Suite from Saab and NAV
CANADA at Melbourne Airport
PRNewswire/ -Defense and security company Saab announced
that Airservices Australia, the Air Navigation
Service Provider for Australia, has commissioned
into service the Integrated Tower Automation
Suite (INTAS) at Melbourne Airport. Melbourne,
Australia's second busiest airport, is the fourth
air traffic control (ATC) tower to receive the modern INTAS platform provided by Saab and NAV
CANADA for the safe, efficient management of
air traffic.
INTAS is part of Airservices Australia's National
Towers Program (NTP) initiative to modernize or
replace the core ATC technology in its towers
with a universal, flexible solution that meets current and future controller needs for safe, efficient
operations. INTAS is also operational at Adelaide, Broome and Rockhampton airports.
Saab, along with partners NAV CANADA and
Harris, developed INTAS on NAVCANatm technology that was modified to meet the specific
needs of the NTP initiative. INTAS is a fully harmonized suite of ATC tools that provides Airservices controllers with a common, modern set of
key ATC systems and capabilities in a single customizable platform. NAV CANADA provided a
modified version of its NAVCANsuite of ATC
tools, while Harris supplied the voice communications system, and Saab provided overall project management and system integration as well
as integration of surface automation tools.
"INTAS has successfully met Airservices' requirements for a modern, flexible air traffic control solution that can seamlessly scale to any size
airport or any controller working position," said
Ken Kaminski, general manager of Saab ATM.
"Providing controllers with a common set of tools
helps ensure safety of operations, increases efficiency and streamlines training and maintenance."
28
"The successful implementation of INTAS in Melbourne demonstrates its flexibility and capability
to integrate flight data, advanced air field lighting
control, and fused air and ground surveillance
with safety logic in a large complex tower," said
Sid Koslow, Vice President and Chief Technology
Officer at NAV CANADA. "As an air traffic service provider and ATM systems developer, NAV
CANADA is continuing to advance the INTAS Integrated Tower platform to meet current and Next
Gen requirements in all types of single or multiple networked tower operations."
INTAS is comprised of a Controller Working Position with up to four touchscreen monitors to display data and common input devices. The
system integrates:
•
Electronic Flight Strips
•
Operational Data Management (monitoring and control of airfield ground lighting, navigational aids, weather and other related
systems)
•
Digital – Automatic Terminal Information
Services (enabling controllers to construct the
terminal information services messages)
•
Voice Communication Control System
•
Electronic Surveillance System (integrated terminal and surface surveillance on a
common display)
The INTAS architecture supports any tower position (local, ground, clearance or supervisor) and
is fully scalable to any size tower (from small regional airports such as Broome and Rockhampton to Australia's major international hubs like
Melbourne).
NAVCANsuite integrated tower automation products combine flight and operational data, surveillance and voice communications into a single
customizable air traffic management system.
NAVCANsuite products are in operation at more
than 70 Canadian sites, and have been adopted
internationally by the United Kingdom, Denmark,
Australia, the United Arab Emirates, and the
Dutch Caribbean. Additional projects are currently underway in Hong Kong and the United
Kingdom.
Source : Reuters
GAMMA
IN A NUTSHELL
GAMMA is a four year project (Grant agreement
no: 312382) co-financed by the Research Executive Agency of the European Commission within
the Seventh Framework Programme (FP7) and
coordinated by Selex ES. The project stems from
the growing need to address new air traffic management threats and vulnerabilities due, for instance, to the increased reliance on distributed
enterprise computing and the automated flow of
information across a ground and airborne network.
The goal of the GAMMA project is to design and
implement technical and organizational solutions
to address the emerging air traffic management
vulnerabilities. In pursuing its objectives, the project will take into consideration the new scenarios
created by the Single European Sky programme.
To reach the project goals, GAMMA will be concerned with both the operational and technological aspects of the ATM. More specifically,
GAMMA will perform a comprehensive assessment of the full set of security threats and vulnerabilities affecting the existing ATM system, to be
considered as a ‘system of systems’. This analysis will provide the basis for GAMMA to develop
a security management framework, intended as
a concrete proposal for the day-to-day operation
of air traffic management security. It will also define the requirements and architecture of a security solution which will include the ability to
manage incidents and crises spreading throughout the system. The proposed solution will be
tested in validation exercises using a validation
platform that will include prototypes and demonstrators developed within the project.
PLANNING AND STRUCTURE
GAMMA adopts a clear activity flow
starting from the threat assessment, and proceeding with the architecture definition, prototypes design and validation exercises.
The figure beside illustrates the matrix approach
combining the linear flow methodology with an
organisation based on vertical areas (CNS, Cybersecurity, Critical Ground Infrastructures and
29
User Group membership is voluntary
and users can evaluate their participation during the four
year life of the project, by presenting
an unbinding candidature which can
be sent by e-mail to
the project coordinator.
Crisis Management).
CONSORTIUM
The GAMMA consortium is
composed by the following organizations: Selex
ES · Airbus ProSky · Thales Alenia Space España · Boeing Research and Technology Europe
· Enav · Lancaster University · Cassidian · Cassidian CyberSecurity · Deutsches Zentrum für
Luft- und Raumfahrt (DLR) · RNC Avionics ·
Thales Research and Technology · SEA · 42 Solutions · Ingenieria de Sistemas para la Defensa
de España · Romatsa · Ustav Infomatiky,
Slovenska Akademia Vied · Thales Avionics ·
Eads Innovation · Ciaotech Srl
USER GROUP
SCOPE AND MISSIONS
The GAMMA User
Group will foster a stronger co-operation among
the main stakeholders of ATM security with the aim
of ensuring that the outcomes of the project will be
relevant for the overall ATM security with respect
to emerging threats and European ATM related crisis management.
In particular, the User Group, will contribute to:
setting out the shared operational expectations
and requirements of all actors within the context
of GAMMA
ensuring that the technological solutions developed within GAMMA respond to the operational
requirements identified by the Users
disseminate the GAMMA results within the user
community
Although relevant end-users
MEMBERSHIP
(ANSPs and airport operators) are already participating in the GAMMA project, additional expertise
is welcome to enrich the user perspective and
broaden the range of feedback relating to the operational environment. The User Group (UG) is expected to include a community of professionals
with an interest in supporting the definition of the
GAMMA solutions for ATM security.
It is expected that
the UG will attract
membership from
experts representing organizations with a role in ATM (ANSPs, Airports, Civil Aviation Authorities, Airlines, etc) and
in the security domain (Military, Police Forces,
etc).
The following main benefits are offered to UG
members:
Be updated on the latest GAMMA research on
ATM security management
Possibility to provide feedback to influence the research within GAMMA
Networking opportunity in the two workshops that
will be held during the course of the project
Access to a document sharing portal to facilitate
dialogue between users and the GAMMA consortium, and to download/share specific material of/for the project
Furthermore, specific budget is available to support travel expenses for UG members.
WORKING METHODS AND STRUCTURE The GAMMA
User Group structure is based on an open and
simple organization and an activity plan will be
shared so as to drive and facilitate member’s collaboration when required. To join the group it is
sufficient to send an email to the project coordinator (Selex ES) who will manage the UG activities.
The User Group members will be actively involved
in the project operational activities from the threat
assessment to the validation of concepts.
The user contribution will mainly be gathered
through specific questionnaires and input tables which will be sent out at specified time intervals according to the schedule of the project.
Visits and workshops may also be organized for
a closer interaction.
30
Regional Focus
Speaking at the launch, Chief Director, Ministry of
Transport Mr. T-A Selby, congratulated the team
AFRICAN REGION
for their research works. He added that through research, teamwork and innovation, ICAO came up
GHATSEA WEEK
with another concept of Aviation System Block Upgrade (ASBU) which describes a way to apply the
The Ghana Air Traffic Safety Electronics Associa-
concepts defined in the ICAO global Air navigation
tion (GhATSEA) launched its week celebration
plan with the goal of implementing regional per-
which begun from 5th- 8th June, 2014 at the Best
formance improvement.
Western Premier Hotel in Accra. The Theme for
“Safety must be achieved at reasonable cost with
the celebration was “Team work, Research and In-
commensurate benefits. It requires teamwork and
novation into Electronics systems; the backbone
I urge you and other associations to unite with one
to Air Transport Safety”.
aim to support your management to sustain
The main essence of the event was to remind
Ghana’s enviable safety records in the air trans-
themselves and partners of the aviation commu-
port industry” Mr. Selby added.
nity the need to ensure air transport safety.
“The international body, IFATSEA, has worked in
31
concert with ICAO to develop training standards
tions of the Aeronautical Navigation System (ANS)
for ATSEP. However, in order for the local regulator
future system. He added that ATSEPs are commit-
to be enhanced to properly regulate ATSEPs. I
ted to delivering and managing safe, secure and
have tasked the engineering Director to develop
efficient ANS technical infrastructure for the benefit
standards to address ATSEP training, competency
of the aviation community and travellers.
and licensing in line with LI 2002 passed by the
The program also witnessed presentations from
parliament of Ghana to license all ATSEPs” Direc-
manufacturers of CNS systems like Jotron, ERA,
tor-General, Air Cdre Kwame Mamphey added in
BARAN Group International, CS-Soft and Indra
his address.
systemas who were the main sponsors of the
event.
The President of the Association, Ing Frank Kofi
The Director General also reiterated his support
Apeagyei in his address stated that GhATSEA
for the Association program including the hosting
plays a critical role in ensuring the accuracy, in-
of the Africa Regional Meeting in 2015 in Accra.
tegrity and reliability of the air navigational system
His statement was welcomed by the Ghana AT-
infrastructure in Ghana.
SEPs who already has started preparations for the
He further highlighted that GhATSEA already con-
event in April 2015.
stitutes a trained and tested workforce and will
continue to promote, and maintai technical opera-
32
•
ing)
REPORT
– Asia Pacific Region
Subit Kobiraj
Regional Director
Asia-Pacific Region, IFATSEA
1.CNS Officers’ Guild (CNSOG), India
Review of Proficiency Scheme (Rat-

A Seminar on “CNS Is Safety Critical –
A Challenging Issue World Wide” and Extended
Central Executive Council (CEC) meeting was
organized on 1-2 September 2014. Such conference are organized to build a bridge between
the Ministry, DGCA, AAI management, ATCOs,
Airlines, Private Airport Operators, Industry people and us. Around 230 persons attended the
first day’s programme, including dignitaries, invitees and delegates form 21 airports. There
were three Technical sessions.

Discussions and interactions on ICAO
Working Paper from Indonesia regarding inclusion for ATSEP in Annex 1- Personal Licensing
were actively done for support in ICAO Assembly. India voted in favour.
Technical Session – I Topic: Safety, Security and
Human Factors
i.
Cyber Security

Eighteenth meeting of the CNS Subgroup of APANPIRG a Working Paper on
“SAFETY CONCERN DUE TO STRESS AND
FATIGUE ON ATSEPs” submitted by India
ii.
Safety Monitoring
iii.
Human Factors
Presentations on:
Technical Session – II Topic: Future Air Navigation Services
Presentations on:
i.
Air Traffic
Management (ATFM)
Flow
ii.
Modernization of Air
Traffic Services at Kolkata
Airport
iii.
Upper
Harmonization
Airspace
iv.
Futuristic Telecommunication
Infrastructure
(FTI)

Organized all India Extended
Central Executive Council (CEC) meeting on 10th November 2013. 61 participants from 23 major airports attended
the important meeting. The following
major issues were discussed followed
with a closing Dinner.
•
Manpower augmentation
•
CNSOG organization matters
•
ICAO Doc 7192
•
ATSEP Licensing
33
Technical Session – III Topic: Maintenance perspective.
Presentations on:
i.
Trends of Video Management & Airport
Surveillance
ii.
Flight Calibration of NavAids
iii.
Maintenance Philosophy–CNS-ATM
system perspective

Large scale modernization is being
carried. Indigenous SBAS – GAGAN has been
into operation. Upper-space harmonization,
more Radars, ADS-B, Navaids, GBAS, Futuristic Telecommunication Infrastructure (FTI), inhouse Test Equipment calibration, more
in-country repair facilities etc. are in the pipeline.
2. ROCATSEA

Consultancy on ATSEP training and
certificate
Since ANWS, the air navigation service provider
of Taipei FIR, is going to improve the existing
certificate approaches for ATSEP to adapt the
implementation of PBN roadmap, ROCATSEA
as the Taiwan ATSEP association has the responsibilities to make sure those changes won’t
harm the rights of our members. However, in
order not to be the barrier of air navigation services in Taipei FIR, ROCATSEA is now involved
in the training and certificate studies with ANWS
to achieve win-win consequences.

Being a sponsor and technical supporter for ILS troubleshooting contest
In order to highlight the importance and contribution of ATSEP in Taiwan, ROCATSEA has
been the sponsor and technical supporter for
ILS troubleshooting contest for years. The contest is held at Taichung ATSEP Training Center
in summers. In the contest the contestants are
evaluated by their troubleshooting skills and
knowledge about ILS principles.

nars

Visiting transport relative industries
With a view to expanding the members’ vision,
every summer ROCATSEA holds visits to transport industries in Taiwan, including airlines, airport companies, traditional railways, sea port
companies and Taiwan High Speed Rail. The
latest event in the second half of 2013 was to
visit the operation of Taipei Rapid Transit Corporation (TRTC).
3.Emirates ATSEP Association (EATSEPA),
UAE

There has been a lot of activity in the
UAE surrounding ATSEP since the ICAO General Assembly last year. As you will remember,
Indonesia proposed an inclusion for ATSEP in
Annex1-Personell Licensing. A position paper
for the UAE representative on the ICAO Technical Committee was prepared to brief on the situation here and to persuade our vote to support
the motion. This was very successful and although ICAO didn’t agree (at this junction) to
adopt the motion, our Director General of the
GCAA has decided to support the licensing of
ATSEP in the UAE. Subsequently EATSEPA
has assisted the GCAA in formulating a workgroup (myself as Chairman) to harmonise Training and Competency (T&C) assessment of UAE
ATSEP and to support their regulation with guidance material. We have also been providing
them with information from the activities of the
ICAO-NGAP T&C CANSO Task-Force formulating a framework for ATSEP T&C and the inclusion into ICAO Doc9868 Pans-Trg.

Abu Dhabi Sheikh Zahid Centre recently dispatched 50% of their ATSEP to Entry
Point North for Eurocontrol ATSEP Common
Core Content and System Monitoring and Control training and shortly the remaining 50% will
attend.

Regionally… Oman has adopted
ATSEP and has commission UK’s NATS to be
their ATSEP training provider.
Holding CNS/ATM technology semi-
ROCATSEA as an ATSEP organization has held
at least two internal CNS/ATM seminars in the
second half of 2013. The seminar subjects included DME/DME coverage analysis, flight
check technique and the implementation of
GNSS in Taipei FIR. According to the plan of
2014, the next seminar will be held in this August.
4.
Mongolian Air Traffic Safety Electronic
Personal Association (MATSEA)

Generally, we organize the sport
events for our members. Also we did organize
34
health care event for our members.

We plan and organize seminar and
other events during the International communication day 17 May, 2014.

Our suggestion to Exec Board is to organize or encourage the training program
among the membership countries in order to improve their skills, exchange experience, appeal
cooperation between neighbouring countries
and make friendship.
5.Workers Union Of Transport Government
(KOKKOROSO), Japan
Council, visited Japan. On September 10th, Dr.
Aliu visited JAL’s Operation Control Center, ATC
facility at Haneda (Tower and the radar control
room) and Tokyo System Operation and Management Center, where ATSEPs are at work.
When he visited Tokyo System Operation and
Management Center, his only question was
whether Japan has licensing system for ATSEPs
or not. Mr. Shuji Takahashi, former IFATSEA
vice President, in the hosting team on JCAB
side explained to him about the Japanese
ATSEP licensing system. Dr. Aliu listened to the
explanation very ardently, showing his particular
interest on the issue.
6.Nepal Air Traffic Safety Electronics Association (NATSEA), Nepal

We hold "Aviation Division Committee
Meetings" (similar to General Assembly) four
times a year with aviation workers from all over
Japan.

We have consultations with CAB management twice a year to exchange opinions and
to realize our claim regarding aviation safety and
working conditions improvement issues.

ICAO Council President’s visit to
Japan: From 5th to 11th of September 2014, Dr.
Olumuyiwa Benard Aliu, the President of ICAO
35
ATSEP worldwide.

The new Executive committee of
Nepal, Nepal Air Traffic Safety Electronics Association (NATSEA) is currently trying to implement rules regulations and its amendment
performed by Nepal Government on behalf of
ATSEP. i.e.
Implementation of PLR,
Hardship/Stress Allowance etc, compulsion of
License/Rating for working on surveillance, navigational aids etc.

State of Innovation of New Technology:
new terminal MSSR and en-route MSSR is
going to replace existing ASR/SSR and it will be
completed on 2015 March. New centralized
VCCS has fully replaced the existing VHF airground communication system. AMHS was installed and operated successfully from 2012
November.

The council of management of the Air
Traffic Engineering Officers‟ Association (Sri
Lanka) wishes to organize seminar on introduction of “Training Manual for ATSEP” to aware
members in our division aiming the implementation training in accordance to the guideline
stipulated. In such an event the Association
wishes to invite Director General of Civil Aviation
in Sri Lanka and Relevant Authorities of the
AASL.

ATSEP training (License/Rating) Activities and Standard: In house trainings are conducted by Civil Aviation Academy. CNS training
manual developed by CAA in line with ICAO
Doc. 7192 part E-2.

Status of Human Factors: CAAN
agreed for stress allowance and implemented to
regulate but final implementation is still in discussion. All ATSEPs are under the Technical
Support Division, under which Security and Facilitation Division also falls. Thus it is a problem
for us to manage license/rating for ATSEPs
working under this division, as it is not been
mentioned under ICAO’s rating policy
7.Air Traffic Engineering Officers Association (ATEOA), Sri Lanka

Proposed designation for the existing
“Technical officer‟ category is ATSEEO (Air Traffic Safety Electronics Engineering Officer) which
is based on ICAO acronym ATSEP.
The purpose and reason for the said designation name change in our division (Electronics &
Air Navigation Engineering) is solely to be
unique among other technical categories of various divisions (Civil, Mechanical & Electrical department) in our organization. Presently we
have been convincing the management of AASL
the needfulness of afore said change with respect to the duties entrusted to technical staff of
our division and also educate them to recognize
ATSEP in our organization in contrast to the
36
RPAS
Remotely Piloted Aviation Systems
...changing the aviation scene
37