e-mail : ed@snpca-dz.org

- 50 Years of Professional Involvement - IFATCA has been representing air traffic controllers since 1961, with more than 50.000 members in over 130 countries.

Amongst its goals are the promotion of safety, efficiency and regularity in international air navigation and the protection and safeguarding of the interests of the air traffic control profession.

www.ifatca.org

17 October 2011

PRESS RELEASE

20 October - International Day of the Air Traffic Controller

50 years IFATCA – One Sky – One Voice since 1961

Today the International Federation of Air Traffic Controllers’ Associations (IFATCA) celebrates the International Day of the Air Traffic Controller and 50 years of existence since its beginnings in 1961. IFATCA was founded through an abiding passion for air traffic control and flight safety when passenger transport began to play a prominent role in aviation. This spirit more than ever before exists in the hearts and minds of all air traffic controllers. The response to the idea of a federation was immediate and universal. From its founding on 20 October 1961 IFATCA has grown to 137member associations representing more than 50,000 air traffic controllers worldwide. Aviation, as the backbone of society, has become an integral part of many people’s lives but the profession of air traffic control is often still unknown, misunderstood, underestimated or unfairly linked with the consequences of accidents, delays and industrial actions resulting in mostly negative press and a wrong perception in the public. Seldom enough do the air traffic controllers receive the deserved attention for the many flight safely handled, for the thousands of passengers expeditiously guided through busy skies and the challenges we live with in times of increased economic and social pressure. For decades our profession has developed from pen and paper (still used in many places) to highly automated complex electronic networks. This evolution would not have been possible without the structured, motivated and continuous input of the professionals we are. When we celebrate 20th of October this year, we reach out to our colleagues, to the individual air traffic controller who strives minute-by-minute to provide the best service to bring you safely and efficiently to your destination - all too often under circumstances which are far from ideal. Working conditions and work environment, training and remuneration, equipment and automation need to reflect the complexity of the profession and assist the air traffic controller in their challenging task. Despite an increasingly critical media exposure, often fuelled by wrong economical interpretations, air traffic controllers worldwide hold on to the highest aims of our Federation, Safety & Efficiency! Today we recognise our efforts, salute our accomplishments, and renew our mission of service through an industry that is at the heart of a global community. To all air traffic controllers, be proud and celebrate your profession today! One Sky, One Voice, One Future. The ATCO day flyer 2011 is available for download from the IFATCA website at www.ifatca.org

INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS 1255 University Street, Suite 408, Montreal, Quebec H3B 3B6 CANADA Tel.: +1.514.866.7040, Fax: +1.514.866.7612, Email: office@ifatca.org

AI R TRAFFIC CONTROL Journal

In this issue:

Editor note Edditorial team Press release IFATCAATC About the job ............................1-2Technology ACASII.................................................3-6Solar impulse.......................................7HUMAN FACTORS ..........................8-10What a noise is ?................................. 8Human factors and ergonomic........ 9-10Aviation accident ,the Hogar crash...11-13Aviation English...................................14Diverting ,Real Story ..........................15ANNUEL CONFERENCE IFATCA .162011 in Pictures ..................................17-18GREETINGS.......................................19-22References ...........................................23

VISIT THE SNPCA & IFATCA WEB SITES: www.ifatca.org and www.snpca-dz.org

PUBLISHERSyndicat National du personnel de la Circulation Aerienne

EDITOR in chief Mr.Bekhti Fateh ed@snpca-dzorg

Second issue October 2011

INTRODUCTION

During the first years of aviation, the density of air traffic was sufficiently low that it was possible for the captain alone to be responsible for the safety of the aircraft, its passengers and its cargo. It was therefore up to him to take the necessary measures to avoid other aircrafts, with objects on the surface and with the relief. With the spectacular increase in the number of air movements and the substantial acceleration in the development of traffic, the captain gradually lost the ability to carry out all the manoeuvres required to guarantee flight safety, so who is going to take in charge this task to provide aircraft safety?

EDITO

THE HISTORY OF ATC

AIR TRAFFIC CONTROL

Is a service provided by ground-based control-lers who direct aircraft on the ground and in the air. The primary purpose of ATC systems worldwide is to separate aircraft to prevent collisions, to organize and expedite the flow of traffic, and to provide information and other support for pilots when able. Preventing col-lisions is referred to as separation, which is a term used to prevent aircraft from coming too close to each other by use of lateral, verti-cal and longitudinal separation minima; many aircraft now have collision avoidance systems installed to act as a backup to ATC observation and instructions. Up to now, better route structures were initiated, more efficient radios and navigation aids were introduced progressively, and inter-national agreements struck. The International Civil Aviation Organisation (ICAO) estab-lished procedures and promulgated standards that most national administrations subscribed to.

HISTORY Air Traffic Control (ATC) is one of the world’s youngest professions. Like many modern profes-sions, it has developed from the humblest begin-nings into a highly sophisticated and technology dependant occupation. With ATC there was no “big bang”; it wasn’t discovered or invented but it has evolved gradually, driven by demand. Circumstances have dictated that it developed slightly differently from region to region, from country to country and even from city to city using highly sophisticated synthetic radar displays and employing satellite com-munications. Within two decades of the Wright brothers changing the concept of travel, ‘air traffic controllers’ appeared waving flags. It is possible to theorize that Wilbur Wright was the world’s first air traffic con-troller with Orville a close second.

The SNPCA invites you to this knowledge and experiences sharing space in which controllers and colleagues from the aviation field, Algerians and foreigners, took part to. We have been glad of their participation and use this oppor-tunity to express our best wishes at the occasion of the international day of air traffic controller of this 2011 year

ABOUT THE JOB

Skills

Air traffic controllers are generally individuals with excellent memory, are organized, have spatial awareness, are quick with numeric computational skills, are assertive but calm under pressure, and are able to follow and apply rules yet be flexible when necessary. Almost universally, trainee controllers begin work in their twenties, and retire in their fifties. Rigid physical and psychological tests and excellent hear-ing and speaking skills are a requirement, and control-lers must take precautions to remain healthy and avoid certain medications that are banned for controllers.

ABOUT THE JOB

ATC SKILL & EDUCATION

EDUCATION Civilian Air Traffic Controllers’ licensing is stand-ardized by international agreement through ICAO. Many countries have Air Traffic Control schools, academies or colleges. The standards required to hold an Air Traffic Con-trol licence which is mandatory in some countries, with one or more Ratings. ICAO defines five such ratings: Area (procedural), Area Radar, Approach (procedural), Approach Radar and Aerodrome. This phase of training takes between 6 months and several years.Whenever an air traffic controller is posted to a new unit or starts work on a new sector within a particu-lar unit, he or she must undergo a period of training regarding the procedures to that particular unit and/or sector. The majority of this training is done in a live position controlling real aircraft and is termed On the Job Training (OJT), with a fully-qualified and trained mentor or On the Job Training Instructor (OJTI). The length of this phase of training varies from a matter of months to many years, depending on the complexity of the sector. Only once a person has passed all these training stages will he be allowed to control on his own. Although local languages are sometimes used in ATC communications, the default language of avia-tion worldwide is English. Controllers who do not speak this as a first language are generally expected to show a certain minimum level of competency with the language.

Fateh.Bekhti ATC Algiers Airport

Most training focuses on honing the ability to absorb data quickly from a variety of sources, and to use this to visualize, in time and space, the posi-tion of each aircraft under control, and to project this forward into the near future. This skill is termed situational awareness , and is central to the job. Maintaining a constantly-moving visual scan among all aircraft under one’s control, without “fixating” on a particular situation, this is then used to make relatively simple rule-based decisions very quickly and accurately to keep aircraft separated in the sky while moving traffic as expeditiously as possible and presenting the traffic in an orderly and useful man-ner to the next sector.

Communication is a vital part of the job: con-trollers are trained to precisely focus on the exact words pilots and other controllers speak, because a single misunderstanding about an altitude level or runway number for example can result in tragedy.

Controllers communicate with the pilots of aircraft using a push-to-talk radiotelephony system, which has many attendant issues such as the fact only one transmission can be made on a frequency at a time, or transmissions will merge together and be unread-able.

Presentation of ACAS : The Airborne Collision Avoidance System (ACAS) is an ICAO standard which provides pilots with a system independent of air traffic control to detect the presence of other aircraft which may present a threat of collision. Where the risk of collision is established, the system provides an indication of a vertical manoeuvre that will reduce the risk of collision. It is often used by the flight crew to improve their situational awareness. It serves as a last-resort safety net irrespective of any separation standards

TECHNOLOGY

different TCASs:

• TCASIisthefirstgenerationofcollisionavoidance technology. It is cheaper but less capable than the modern TCAS II system, and is mainly in-tended for general aviation use. TCAS I systems are able to monitor the traffic situation around a plane (to a range of about 40 miles) and offer information on the approximate bearing and altitude of other aircraft. It can also generate “Traffic Advisory” (TA). • TCASIIisthesecondandcurrentgenerationof instrument warning TCAS, used in the majority of commercialaviationaircraft.Itoffersallthebenefitsof TCAS I, but will also offer the pilot direct, vocal-ized instructions to avoid danger, via Ras warnings TCAS II systems coordinate their resolution adviso-ries before issuing commands to the pilots, so that if one aircraft is instructed to descend, the other will typically be told to climb — maximizing the separa-tion between the two aircrafts. • TCASIII,originallydesignatedTCASIIEn-hanced, TCAS III was envisioned as an expansion of the TCAS II concept to include horizontal resolution advisory capability. TCAS III was the “next genera-tion” of collision avoidance technology

TCAS ( generations and advisories ) :

TCAS traffic collision avoidance system or traffic alert and collision avoidance system is an aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pi-lot on potential conflicting aircraft that are equipped with SSR transponders. It gives two elementary warnings and advisories : The TA “Traffic advisory “ warns the pilot that another aircraft is in near vicinity, announc-ing “Traffic, traffic”, but does not offer any suggested remedy; it is up to the pilot to decide what to do, usually with the assistance of Air Traffic Control. When a threat has passed, the system announces “Clear of conflict” The RA “Resolution Advisory” (RA). The suggestive action may be “corrective”, suggesting the pilot change vertical speed by announcing, “De-scend, descend”, “Climb, climb” or “Adjust Vertical Speed Adjust” (meaning reduce vertical speed). By contrast a “preventive” RA may be issued which sim-ply warns the pilots not to deviate from their present vertical speed, announcing, “Monitor vertical speed” or “Maintain vertical speed, Maintain”. « Clear of conflict » :indicates the end of the conflict.

ACAS II

TECHNOLOGY

Who should we follow and what to do?

What follows is a real event that happened on the 1st July of 2002: Tu-154’s anti-collision system orders plane to climb. A second later, Swiss air traffic control tells the Tu-154 to descend. Pilot does not respond. Second warning from air traffic control. Tu-154 pilot descends. Boeing 757s TCAS anti-collision system orders pilot to descend . Planes collide at 35,300 ft, results: 69 deaths.

ACAS II

REAL STORY ABOUT TCAS :

Since many accidents that happened due to the fact that pilots had contradictory instructions from the RA and ATC, add to this TCAS has more accurate datas , it has been decided that definitely the RA has to be followed as we can read from Doc 4444 concerning the Pilot –controller responsibilities during RA: RA“15.7.3.3. Once an aircraft departs from its ATC clear-ance or instruction in compliance with an RA, or a pilot reports an RA, the controller ceases to be responsible for providing separation between that aircraft and any other aircraft affected as a direct consequence of the manoeuvre induced by the RA. The controller shall resume responsi-bility for providing separation for all the affected aircraft when:

a)the controller acknowledges a report from the flight crew that the aircraft has resumed the current clearance; orb) the controller acknowledges a report from the flight crew that the aircraft is resuming the current clearance and issues an alternative clearance which is acknowl-edged by the flight crew.” »

TECHNOLOGY

Incorrect use of the TCAS traffic display!

ATCs are usually hearing expressions from pilots like « we got him on TCAS, we are clear » , « we’re gonna make own separation on TCAS » or many controllers uses the expression « do you see him on TCAS » as if TCAS is an ICAO separation standard. Be careful this is false and maybe dangerous cause TCAS display is not accurate as a radar screen, many cases reports mis-interpretations of aircrafts position or pilots making their own TCAS separa-tion instead of following ATC instructions.

The TCAS traffic display is designed to assist the visual ac-quisition of surrounding aircraft. There is a risk that some aircraft in the vicinity might not be displayed and in addi-tion, due to bearing inaccuracy, a moving reference, and a lack of a speed vector, together with no identity informa-tion, flight crews could wrongly attribute a target symbol on the TCAS traffic display.

ACAS II

The TCAS traffic display is designed to assist the visual acquisition of sur-rounding aircraft. There is a risk that some aircraft in the vicinity might not be displayed and in addition, due to bear-ing inaccuracy, a moving reference, and a lack of a speed vector, together with no identity information, flight crews could wrongly attribute a target symbol on the TCAS traffic display.

Air traffic controllers base their ac-tions on the comprehensive information shown on the radar display, which ena-bles them to provide a safe and expedi-tious air traffic flow. The TCAS traffic display does not provide the information necessary for the provision of separation and sequencing. Manoeuvres initiated solely on the information shown on the TCAS traffic display have often degraded

flight safety. Therefore, pilots should not attempt to self-separate, nor to challenge an ATC instruction, based on the information derived solely from the TCAS traffic display. It is the controllers’ responsibility to separate aircraft.

Redaction Team on proposition of Mr.Bourouiba & Mr.Chafai

In fact Solar Impulse is a gigantic device, with an wingspan of an Airbus A340 (63.40 m) and a weight of a car (1.600 kg). This aircraft works totally with the solar energy and have the wings covered with 12.000 photo-voltaic cells resourcing four electric engines with 10 horsepower for each one classing it between the birds since his respect of environment in the topic of alter-native resources. Solar Impulse project ambition is to bring the exploration and innovation world contribution to the renewable energies issue, show the new energies importance in the sustainable development, and for sure to put dreams and emotions in the center of the scientific adventure.

TECHNOLOGY

Amina Tsabet . APP ATC DABB airport

A Bird named Solar Impulse

Two men, innovators and pilots, insure the Solar Impulse development: Bertrand Piccard, a doctor, psychiatrist, aeronaut, creator of the first world tour on air-balloon without stop, is its initiator and president. André Borschberg, engineer, graduated in management sciences, fighter and professional aircrafts and helicop-ter pilot, he is its general manager.This device has taken off in the morning at 08h40, from Payerne Airport (ouest of Swiss).Then landed on the Brussels Airport tarmac,Friday noon before 22h00. It landed on runways 02 after a long approach by the south-ouest of the capital.

HUMAN FACTORS

Mr Fadli Adel.DSA Algiers airport.Flight Operations specialist

As all the transport means are mo-torized, an aircraft gives out all kind of strange noises and makes movements that can trouble you if you aren’t get use to. We understand perfectly the discomfort that this can cause on the passengers.

What a noise is ?

Here is a small guide of noises and movements that may help you to travel better:

1)- Just before or after the aircraft start-up ,the lightning and the air pressurization turned off and then on suddenly .It’s normal: It’s about an electric alimentation source; we are switching from an external generator to an internal one.2)-When the aircraft is taxiing on the runway, you see a part of the wing pushed down and up.It’s normal: the flaps are extended to allow better bearing during the take off. After the take off, they will be retracted until the landing time. 3)-Just after the take off you hear a noise coming from the ground.It’s normal: It’s the landing gear which is getting retracted within the fuselage.4)-The engines noise decreases during the climb.It’s normal: The engines are decreasing their power after having worked at full gas during the take off. They also go on reactive power mode just before the aircraft descent. 5)- During the climb you hear a vibration which intensity and the sonority are variable.

It’s normal: The flaps are getting retracted .You hear the same noise just before landing, when they extend again.6)- When the aircraft passes through a turbulence area , you see the wings extremity moving up to down.It’s normal: the wings are made so flexible to resist high turbulences.7)- After landing, you will hear sometimes a blow (may be accompanied with the increasing engines noise ).It’s normal: It’s the engine thrust reversers that guide the air flew from the engines to the front to slow down the aircraft.8)-After landing, you may feel a strong deceleration, some-times accompanied with a pulsed braking.It’s normal: The braking can be soft or wild according to the runway length. The pulsation comes from the non-skidding system (like the car), preventing the wheels to skid on the wet ground

HUMAN FACTORS

Human factor and ergonomic

Is named ergonomic “the scientific study of the relationship between man and his means, methods and work environments” and applying this knowledge to the design of systems “that can be used with maximum comfort, safety and efficiency by the greatest number.”

When you talk about your work of air traffic controller, there are two things that come to your mind: “it should be stressing” and “you don’t have the right to a mistake!”.

The air traffic control en route is characterized by a big dynamicity of the process of controlling and high safety requirements. The 80 the years ambition to reach an almost total automatization of the traffic has disappeared.To confront increasing air traffic while maintaining or even improving safety control, the option to provide better assistance to the operator is currently preferred. Support tools for controllers are integrated in a situation partially automated. Indeed, part of the function of acquiring informati-on is automatically applied and the results are presented on the radar scope and the strips. Despite this support, the mental demands remain high and new job aids are being sought.

The systems affected by this adjustment can be physical work spac-es, elements of those spaces, processes of production management, professional interfaces (this is known as man-machine interface), such as software and work organization (rotation schedules, organi-zation of services) and management methods.

The ergonomic uses knowledge gained from work physiology, psychology, cognitive (memory, attention, perception, learning ...) and the psycho-physiology (alertness, posture, working conditions ...), sociology of organizations ( distribution of functions, organiza-tions of the chain of command, chain functional, social psychology, linguistics, among others: in fact all sciences relating to man).The first feature of the analysis of this activity is that the operator “regulates” its business, according to its external environment, its internal state (tiredness for example) to obtain maximum regularity of performance.

The second dominant feature is the notion of compromise between the demands of performance, and re-quirements related to compliance.Many ergonomic rules emerged in the field of aeronautics, where the im-mediate legibility of the instruments and access controls can make the difference between a critical situation that we save and which ends in costly damages both human terms and ma-terial ones.

HUMAN FACTORS

Human factor and ergonomic

For the case of the controller, his performance may be affected by disturbing factors associated with the general condition of the individual (stress, boredom, tiredness), physical limitations (dis-ease, smoking and ...); also intellectual limitations (the training, qualification, experience etc.).. As for causes related to the machine, it is shown that interactions between the controller and the hard-ware, equipment, automated systems, information technology can affect his ability to process informa-tion, reaction time, his habits and its load work. For example, human error may be induced by the way that information is presented written or computer-ized.

The systems affected by this adjustment can be physical work spaces, elements of those spaces, processes of production management, profes-sional interfaces (this is known as man-machine interface), such as software and work organiza-tion (rotation schedules, organization of servic-es) and management methods.

The ergonomic uses knowledge gained from work physiology, psychology, cognitive (mem-ory, attention, perception, learning ...) and the psycho-physiology (alertness, posture, working conditions ...), sociology of organizations ( distri-bution of functions, organizations of the chain of command, chain functional, social psychol-ogy, linguistics, among others: in fact all sciences relating to man).The first feature of the analysis of this activity is that the operator “regulates” its business, ac-cording to its external environment, its internal state (tiredness for example) to obtain maximum regularity of performance.

Finally, there are environmental factors that may: encourage taking shortcuts concerning the established procedures; lead to distort some decisions, or create illusions might affect the allocation situations. In conclusion, the qualitative study of service provided by air traffic control requires consideration of human factors that unfortunately is the primary source of non-quality. Limiting factors to equate humans to «human error» or even a non-optimal human performance is insufficient to assess the quality of service provided by air traffic control. The commitment to a qualitative approach requires a number of factors, including an overview, a panel that will collect and analyze real-time elements in the model advocated by ICAO.When these issues are well understood, controlled and solved, we can aspire to a quality service in air traffic control, and we should imperatively to take human factors into consideration

By L.A.K ACC ATC

CONTROLLER & PERFORMANCE

AVIATION ACCIDENT

The HOGAR CRASH

Let’s come back on the circumstances of that drama and the investigation of the algerian ministry of transport.The events: The 6th March 2003, the regular internal flight DAH 6289 named « Daia Montains ». Having the following itinerary [Tamanrasset - Ghardaïa – Alger] registration 7T-VEZ exploited by Air-Algérie is getting ready for take off, the start up and the clearance have been asked normally from the control tower in coordination with the ACC.

At 14 h 12 min 47 s, the crew is cleared to line-up on Runway 02 and for take off.The wind forecasted that day by the tower is 330° 12 kt. The copilot was on command.

At 14 h 14 min 52 s, the copilot requested the land-ing gear retraction (announced Gear Up).This request has been immediately followed by a sudden brut noise .The left engine has failed. The aircraft speed was 158 kt that time, it’s height to the runway 02 threshold was 78 ft (24 meters) et its magnetic track was 018°.The captain took the commands, 3 seconds later, the co-pilot asked if the landing gear should be retracted, but the captain hasn’t answered. The Boe-ing 737 speed decreased bruskly to 134 kts. At this moment ,it’s altitude was 398 ft (121 meters). The aircraft stalled then crashed on a rocky ground 1645 m passed the runway.

The 6th of March of the year 2003, the Boeing 737-200 of Air Algérie couldn’t start his flight normally when he crashed giving death to 102 passengers with only one survivor.

By L.A.K ACC ATC

There was 97 passengers and crew members on board , only one passenger was saved he set in the last rank and was attached according to his declarations ,he has been rejected out of the aircraft by the impact and escaped from the ac-cident. The wreck has been totally destroyed by the fire. A commission composed of transport min-istry, EGSA of Algiers, Air-Algérie, VERITAL and the ENNA has been formed to inquire on the circumstances and causes of this collision in the purpose of avoiding that that kind of event happen again. After the flight recorder analyze, voice recorders, aircraft elements analyze and different simulations it has been resulted the fol-lowing facts and conclusions:

FACT ISSUED AFTER THE INVESTIGATION•The aircraft was certified, equipped and enter-tained in accordance to the reglementation in force.•The aircraft was in a state of navigability. And no maintenance was postponed.

AVIATION ACCIDENT

The HOGAR CRASH

•The crew was trained and qualified according to the Air-Algérie company requirements and to the reglementation in force. •The copilot was the pilot in function, until that the command was taken by the captain.•The mass and the centering of the aircraft were in the granted constructor limits.•The cabin crew conversed at various times with the captain during the taxiing and during the flight preparation.

•The check-lists before start-up and before take off haven’t been performed. The emergency procedures haven’t been evoked. •The start up and the acceleration happened nor-mally.•The rotation has been performed at approximately 150 kt, so just under the expected speed.

•Immediately after the request of retracting the landing gear by the copilot, the turbine HP of the left engine sustained a damage that has brought a brut loss of thrust and a take off in twist. The land-ing gear entering hasn’t been done the thing that increased the trail.•Debris from left engine have been found on the runway at the flight deck.•There was no communication between the captain and the copilot in relation to the emergency (prob-lem nature identification).•The captain has announced that he took the com-mands around 8 seconds after the failure. At that moment, the twist take off has been controlled.

•Four seconds after, the copilot called the tower to report that they had a problem. •The rate of climb has been maintained, the aircraft speed has been progressively decreased till reaching the stall speed. •The maximal height reached by the aircraft was 400 feet above the ground, approximately 10 seconds before the recording end then the joystick has been listened at that moment.•Approximately six seconds before the record end, the audio alarm DON’T SINK has been listened.• The FDR and the CVR have stopped to work just before the impact, whereas the aircraft was stalling.• The initial impact of the aircraft with the ground was at an approximate distance of 1 645 m of the take off point, at 12° left the run-way center.• A wild fire immediately has been declared. The aircraft skidded loosing different elements, hit and broke up the aerodrome barrier of the aerodrome then crossed a route before getting locked in fire.• The tower has triggered the alarm. The fire-men of the aerodrome went immediately to the accident field.

AVIATION ACCIDENT

The HOGAR CRASH

Eventual reasons of the accident

The accident was caused by an engine loss during the critical phase of the flight, the absence of the landing gear retracting after the engine failure and captain taking of com-mand, PNF, before identifying the failure.Those elements have probably contributed to the accident: •The summary preparation of the flight hasn’t allowed the crew to put their selves in expect-ing a situation occur in a critical moment of the flight.• The coincidence between the failure and the retracting landing-gears request;•The quickness of the event which didn’t allow enough time to give back the situation;• The maintain of a inadequate rate of climb, according to an engine declining;• the absence of a working in team, which is concluded by the non-detection and non correc-tion of the flight driving parameters (speed, rate of climb, configuration, etc.)• An airborne mass approaching the maximal mass with a high altitude aerodrome and tem-perature;•The rocky environment of the aerodrome, inadequate to an emergency landing.

The accident of the 7T-VEZ put in evidence weaknesses in the tasks repartitions field, the mutual control and command transfer.Hence, the investigation commission recommends the strict respect of the transfer proce-dures, the tasks transfer repartition and the accentuation of the training program related to.

We use the opportunity of this article to carry the algerian air traffic controllers condolences for the victims’ families.

Redaction team , on the proposition of a tower ATC DAOO

With the new ICAO language proficiency requirements, learn- ing English has become a prior- ity for training in air traffic con- trol. Few would argue that the requirements are not a good thing; the adherence to stand- ard phraseology and proficiency in plain English language on the part of both pilots and control- lers will undoubtedly improve pilot-controller communications, and therefore aviation safety. That said, the practical reality of implementing language train- ing programmes presents a new set of challenges in air traffic control. Managers are now having to find the budget and reorganise their operations to accommodate language training and testing. Controllers are now having to squeeze their language studies into their busy professional lives, or simply spending less time do- ing what they do best – control- ling traffic. For these reasons and many more besides, learn- ing English is no easy task. De- spite these challenges, aviation language training has begun in earnest. It is now, more than ever before, that the aviation in- dustry needs language course- ware that will help controllers reach their objectives in a timely and efficient manner. It is widely recognised that if positive learning is to occur,

then learners need to be motivated. Nowhere is this more true than in aviation. Controllers are already faced with a difficult learning sce- nario. Finishing a busy night shift only to be faced with a language class, several hours of self study and homework, and a potentially life-changing language test in the near future is a daunting prospect. There is a considerable need for the ELT industry to provide courses that are at once both effective and motivating. All the powerful external or ‘extrinsic’ motiva- tion exists. To reach Operational level four, to pass their English proficiency test, to keep their licenses and keep controlling traffic, controllers simply have no choice but to learn English. Once Operational level four has been demonstrated, controllers need to continue with their language training and re-take a lan- guage test every three years. However pow- erful, this extrinsic motivation is not enough. Controllers must have what we call ‘intrinsic’ motivation - a desire to learn beyond the feel- ing that ‘I have to do this for my job’. English language teaching courseware has a vital role to play in creating intrinsic mo- tivation among controllers. What follows is a checklist of 10 qualities of good language teaching material. The checklist is not ex- haustive, but it does contain key elements that will help to motivate controllers, en- courage expedient and effective language acquisition and foster a positive approach to language learning.

Aviation English

courseware should: Be job specific. Although pilots and control- lers occupy the two ends of the same com- municative thread, it is essential that course- ware is sufficiently flexible to allow controllers to engage in communication which is appro- priate to their work position. Be contextualised. In order for control- lers to feel that their learning is relevant to their professional sphere, it is important that courseware is set firmly within the context of aviation. Controllers quickly lose interest when they are faced with topics and material that are unrelated to their working lives. Contain radio-telephony in non-routine situ- ations. It is crucial that courseware gives expo-

sure to authentic radio exchanges that feature deviations from the routine in avia-tion operations. It is very important to focus on how good communication plays a vital role in the resolution of non-routine and emergency situations. Be accurate. Language teachers are not teaching controllers to manage traffic but to be effective communicators in the English language. However, it is important that the aviation content is technically accurate so that controllers will trust the courseware as a reliable learning resource. Be linguistically sound. The target language should be transferable to the radio and include the relevant vocabulary, structures, functions and communicative strategies that will enable controllers to communicate effectively on the radio. Have clear learning objectives. It is important that learners know what it is they are learning and why. They should have sufficient opportunities to practise and con-solidate this language in order to success-fully reach these learning objectives.Be appropriate to the learner’s level. Much aviation-related material in English is aimed at a native-speaker audience. Texts and listening scripts in courseware should be both accessible to pre-operational users of English and challenging at the same time. Have variety in methodology. For courseware to appeal to a wide range of learning styles and differences in personal-ity, it is important that there is variety in the training methodology employed. Learning is likely to be more successful when learners are faced with different exercise types and practice activi-ties. Allow for learner creativity. No-one knows the work environment better than the controllers themselves. Courseware should provide the opportunity for con-trollers to be creative and to explore and experiment with language use in a work-related context. Be engaging. Above all, courseware should engage, stimulate and provoke, and encourage genuine interest in subject matter. Communication in the classroom should be meaningful; the most effec-tive learning takes place when controllers forget they are learning.

www.macmillanenglish.com/aviationenglishwww.emery-roberts.co.uk

AVIATION ENGLISH Language Proficiency

Motivating Air Traffic Controllers to learn English

By Henry Emery , As appeard in the The Controller Magazine 02/2008.

DIVERTING

The SONIA RAKEL STORY

It was a quiet night on the 31st January 2006 in Tamanrasset tower ,around 03:15am ,suddenly the phone rang in the tower ,it was from Algiers area control center-ACC- informing us that there was an emergency descent of traffic Iberia 3721 (Spanish Airlines) flight scheduled Malabo-guinea to Madrid Barajas ,aircraft type airbus 319 regis-tration ECJAZ ,on board pregnant woman ,who would have an early labor and needed a medical assistance on ground,

Few minutes later, the pilot informed tower that he heard the baby crying on board, it was good news: she had her baby.

Shortly, the plane kissed ground safely, doctors hurried up to evacuate both woman and her baby through the hospital.

The crew spent a short time just to disembark the woman and her baby then decided to continue until destination without refueling. The airbus left airport exactly at 04:14 am. The woman and her baby spent the night at Ta-manrasset hospital. In the morning we went to visit them, you know the first question that she asked, “are you doctors?”

We answered “no at all, we are air traffic controllers, our friend told us about what happened last night, so we are here for help”.She smiled and said in Spanish “mi llamo Sonia Rakel, soy Guineano, estoy aqui con mi niño” ,it means my name Sonia Rakel,from Guinea, I’m here with my baby.

As you know, we work day than night shift, we tried to visit her as possible when we got enough rest, during 2 weeks, we came and leave hospital, we received calls from her family,..We contacted all responsibles for her necessary documents even medical insurance, also we got in touch with doctors to be informed about baby’s health.Really, the moment that we felt like someone over cloud when she told us, she wanted to choose for her baby one of our names ( Feth el nour, Salim, Omar) and we chose one Alejan-dro-Omar, as final name of Sonia’s baby.In the beginning of 3nd week, we received a call from the doc-tor, he said the baby died, he had no-chance to survive because of his early birth,(8 months of pregnancy)In fact, it was a bad new and we were so sorry to hear what happened to Alejandro.Later, the woman prepared all her luggage and travel docu-ments, she took Air Algerie flight to Madrid with quick stop-over at Algiers. This is the short story of Sonia Rakel that we still remember.I wanna thank all persons who know Sonia and give some help,I wanna thank also Mourad who was in the tower that night, for his great job.The most important thing that I want to say, we can be helpful when and where we are, do something for someone.

Bear in mind that the behavior of air traffic controller against emergencies situations is caring safety of all traffics around.I want to thank Linda for her help for realizing this story in Spanish version….

Finally, I hope you enjoyed this real fact and wish to get pleas-ure.

In this moment we realized that she spoke little bit Spanish, couple of words English, so we had difficulties to commu-nicate with her ,she hadn’t any idea about Algeria, she has never been here, we tried to make our best to explain slowly even with signs that she had to stay here for a while to get better until to be able to travel by plane.

Feth Ennour Gacem Algiers ACC controller

GREETINGS FROM THE EVP AFM IFATCA

A WORD OF ENCOURAGEMENT

Dear Colleagues ,

I take this opportunity to salute you for the dedication and hard work that you all do. Indeed it is a pleasure to count myself as part of this noble profession.As we celebrate this year the controller day, we look back to 50 years of great achieve-ments in air traffic control. Reading the history of IFATCA and seeing how it has made strides in promoting air safety in the last decade, I realize that this could only happen because some men and women who went ahead of us made a decision to join hands together and push for what is right. If those first countries did not sit down and decide that they wanted to make a change we would be talking a different story today, but they did and so we have the story of IFATCA.In the last 50 years Controllers have gone to not a much known profession to one which is respected by all in the aviation industry and following the ILO resolution in 1979 many CAA improved the working conditions of controllers especially in the western countries. But in the recent past things have changed; today controllers all over the world are facing many challenges, many people believe that they are being given too much importance and too much money. We have seen cases of verbal at-tacks of the profession in the media, some even by some employers. Staff shortages at a time when traffic is increasing in our airspaces call for extra vigilance and stamina from every controller.We today can build on the foundation our fore fathers in air traffic control put in place; we can continue with the diligence and determination they portrayed when they set up IFATCA, to educate people and promote the profession in the world. Even when we are faced with hardship we must not stop because ours is a noble profession, we cannot compromise safety.I want to congratulate the Algerian air traffic controllers for the work that you are do-ing, I take note of the fact that very little serious incidents are reported in the Algerian airspace; this indicates the professionalism with which you perform you duties, well done and keep up the good work.Many Happy returns, and happy 50 years of good air traffic control,

Keziah A OgutuExecutive Vice President Africa Middle East - IFATCA

GREETINGS FROM UNITED KINGDOM

Dear Air Traffic Controllers,

Warm greetings from the United Kingdom. It is with the greatest pleasure that I, as an aviation English training professional, ad-dress you, the air traffic controllers of Algeria.

In an already closely regulated professional environment with an unbeatable safety record, the ability to speak and understand Eng-lish for radiotelephony communications is placing an additional strain on air traffic controllers around the world. Questions such as ‘How do I reach level 4?’, ‘How do I fit this training into my busy work and family life?’ and, probably most importantly, ‘What hap-pens if I don’t pass the test?’ are now at the forefront of every con-troller’s mind.

ENNA is now developing an in-house capability for language training and assessment which will no doubt lead to positive re-sults nationwide. As you and your colleagues work together to set about the task of improving language proficiency over the coming weeks, months and years, and therefore contributing again to en-hanced flight safety, may I wish you all, on behalf of Emery-Rob-erts Aviation English Training, every success.

Good luck, and best wishes!

by Henry Emery, co-author of Aviation English (Macmillan Education) and co-director of emery-roberts language consultancy.

GREETINGS

“On behalf of the SNPCA and my own self ,in this happy oppor-tunity which is the international ATCs day all over the world , I would like with simple words first of all pay respects to all my col-leagues from the national territory for the excellent work done daily and often in hard conditions , I hope next year ,at the same date we would succeed to improve our socio-professional condi-tions and this with the mobilization and the help of all. Friendly “

Djamel Ait Abdelmalek CEO of SNPCA

Ref: Andrew Cooks , « Air traffic management in Europe » Bekhti Fateh & Menbenkhelil Bilal , « Is air traffic control a science or an Art ? »Bulletins ACAS II d’Eurocotrol http://www.eurocontrol.int No. 1: Follow the RA! (published July 2002)http://www.eurocontrol.int/msa/gallery/content/public/documents/ACAS_Bulle-tins_10_disclaimer.pdfhttp://www.eurocontrol.int/msa/gallery/content/public/documents/ACAS_Bulle-tin_6_disclaimer.pdfhttp://www.eurocontrol.int/safety/gallery/content/public/level_bust/ResPool/ACAS_SL1.pdfhttp://en.wikipedia.org/wiki/TCAShttp://news.bbc.co.uk/hi/english/static/in_depth/europe/2002/lake_konstanz_crash/img1.stmThere! Brussels Airlines European Network inflight magazine / N°28 / Mars 2009 www.vliegangst.org http://jr.skynetblogs.be/technique-de-l-aeronautique/

http://controle-aerien.chakram.info/http://www.ergonomie-self.org/documents/36eme-Montreal-2001/PDF-FR/V2-015-R227-CELLIER.pdfhttp://fr.wikipedia.org/wiki/Ergonomiehttp://www.ccaa.aero/le-facteur-humain-dans-laviation-civile-172/dossiers/actualite/116,controle-aerien-la-qualite-du-service-tributaire-des-facteurs-humains.htmlhttp://ergonomique.blogspot.com/

http://www.rtl.be/info/belgique/societe/795400/video-l-atterrissage-du-solar-im-pulse-a-bruxelleshttp://www.solarimpulse.com/ http://www.1001crash.com/index-page-description-accident-Algerie_B737-lg-1-crash-67.html«Report on the accident of the 6th March at Tamanrasset au Boeing 737-200 registra-tion 7T-VEZ exploited by Air Algérie » done by the National Commission of investiga-tion, ministry of transport du transport, Popular and Democratic Repu blic of Alge-ria.