7 - 2 Informe IFATCA Sofia 2015

COLEGIO DE CONTROLADORES DE
TRNSITO AREO DE MXICO, A.C.
X ASAMBLEA GENERAL DE ASOCIADOS MEX 2015

Ciudad de Mxico 15 y 16 octubre 2015
Agenda Num. __
7.2__
D. T.____________
TITULO:
Reporte del Comit de Administracin.
PRESENTADO POR:
TSU CTA Cristbal Vicente Cuevas Quijada.

Primer Secretario Suplente
1.
INTRODUCCIN.
La conferencia de Sofa Bulgaria inicia con una sesin plenaria en la cual se presentaron las
autoridades del gobierno de Bulgaria y autoridades aeronuticas de IFATCA de dicho pas.
Escuchamos el discurso de bienvenida del Ministro de Transporte: Ivalio Moskovski, la
bienvenida del director general de los servicios de Control de Trnsito Areo: Georgi Peev, y el
mensaje de bienvenida del Presidente del Colegio de Controladores de Bulgaria: Assen
Tabakov. Para concluir con la apertura, el Presidente & CEO de IFATCA: CTA Patrik Peters,
declaro la apertura de la sesin plenaria.
La conferencia anual de IFATCA se desarrolla a travs de comits de trabajo para atender los
diferentes aspectos de inters de la organizacin en un trmino de 5 das.
En este caso, el Comit de Administracin tiene como principal objetivo estudiar y revisar la
conformacin y estructura de IFATCA; poltica, legal y administrativamente.
2.
DISCUSIN.
1. Aplicacin de nuevos miembros
- United Arab Emirates
2.
Reportes del Comit Ejecutivo

- PCX Comenta lo difcil del ao ha sido llenar el vaco del EVP; Durante esta
conferencia se evalu la participacin y el trabajo del EVPF interino: Comit de
finanzas (FIC), Mr. Jeremy Bob Thompson (New Zealand), Acting EVP Finance.
- EL tiempo que se necesita para trabajar en IFATCA; La mayora ha contado con el
apoyo de sus empleadores en los diferentes pases, en el caso de EVPT quien lleva
60 das en comisiones, IFATCA llego a un arreglo con su empleador. El gobierno
(Australia); No dijeron cul.
7.2 Reporte IFATCA Sofia 2015
X AGA MEX 2015
Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

Oriente 172 No. 189 Col. Moctezuma 2da Seccin 15530 Mxico, D.F.
Tels.: (55) 5571-2533, (55) 2643-0202 // coctam@coctam.org.mx / www.coctam.org.mx
Pgina 1 de 33
3.
Comunicaciones (Revista The Controller)

- Est en lnea y se puede consultar cuando se requiera.
- Se mencion que esta funcionado de manera eficiente. Cualquier discusin se
puede dar o acordar por este medio. En aras de mejorar la comunicacin (Se
puede llevar a cabo a travs del Telfono, Facebook, Twitter o Flickr).
- Disponible en dispositivos mviles: Se pueden descargar de forma gratuita
nuestras aplicaciones a travs de http://ios.ifatca.org para iOS y para Android en
http://android.ifatca.org.
- Por una pequea cuota, las cuestiones individuales se pueden descargar y leer en
la marcha cuando no hay disponible una conexin a internet. Tambin est
disponible una suscripcin, que da acceso a todo el catlogo de temas durante un
ao. La contribucin nos ayuda a financiar el desarrollo de las aplicaciones.
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- Los temas pueden ser ledos en lnea desde tu navegador, a travs de nuestro
sitio web: http://the-controller.ifatca.org.
- Tambin disponible para descargaren versin PDF la edicin ms reciente. Los
miembros asociados pueden solicitar una copia impresa o en USB.
4. IFATCA Sitio Web.
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5.
Polticas de administracin y constitucin de la Federacin.

- Problemas de las Asociaciones miembros. (Sesin Cerrada) Declaraciones de los
Miembros.
UCRANIA (CNS-ATM. Safety).
REP DOMINICANA (Despido de 28 controladores),
CHIPRE (Irn),
NIGERIA (Violencia, Inseguridad) e ITF (Los problemas laborales siempre son un tema
central. Tratan de mantener contacto con los gobiernos). Se menciona que se busca
aprovechar las diferentes herramientas que tienen IFATCA e ITF y trabajar juntos.
- Solicitudes para circunstancias especiales. Las asociaciones con diversos problemas en
donde han sido requeridos los Vicepresidentes de la regin correspondiente.
- Suspensin de afiliaciones.
De acuerdo con el manual de Miembros Asociados, las afiliaciones se suspendern
automticamente al iniciar la Conferencia Anual, si la Asociacin no cumple el pago
anual de suscripcin y no enva con 30 das de anticipacin un escrito aclarando su
situacin e indicando el tiempo que requiere para regularizar sus pagos. (Todos los
pagos son en dlares).
COUNTRY Balance 2015
Bolivia $258.75
Korea re $2,321.80, Burkina Faso $119, Mongolia $1012.50
Burundi $118.97
Niger $200.51
El Salvador $190.00
Senegal $157.50
Ethiopia $237.50
Sierra Leone $140.40
Fiji $787.5
Tanzania $511.00
Guyana $247.46
Zambia $594.25
Las cuotas para el prximo ao tendrn un incremento de acuerdo el factor de
inflacin que indique FMI.
IFATCA Category Scale (individual members) Amount per member
in USD Y las cuotas se dividen en categoras.
first 300 members 19.41
next 300 members 17.81
next 400 members 16.24
above 1,000
15.30
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Category 2 All
Category 3 All
11.41
7.00
Mxico se encuentra en la categora 2 = 11.41 USD

6. Conferencia Anual IFATCA
- La conferencia de 2016 ser en Las Vegas.
- Conferencia 2017: Tnez ha retirado la oferta, se propusieron: Canad, Austria,
Jordania y Costa Rica (Se votara en la conferencia de Las Vegas).
- La conferencia de 2018 ser en Egipto.
7. IFATCA Panel
- En el cuarto da de la Conferencia Anual IFATCA en Sofa, Bulgaria, se celebr la
tradicional IFATCA Panel de discusin.
- En esta edicin el tema fue: Performance Is Shaping Our Profession.
- Cinco expertos presentaron sus puntos de vista sobre la situacin y los retos de la
transicin a la PBN; se puede leer el artculo completo y descargar las presentaciones
de dichos expertos de este link: http://www.ifatca.org/node/95
3.
RECOMENDACIN
Se considere este reporte como informativo.
Atentamente:
TSU CTA. CRISTBAL VICENTE CUEVAS QUIJADA
PRIMER SECRETARIO SUPLENTE
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X ASAMBLEA GENERAL DE ASOCIADOS MEX 2015

Ciudad de Mxico 15 y 16 octubre 2015
Agenda Num. __
7.2__
D. T.____________
TTULO:
Informe de Actividades IFATCA Sofa 2015 Comit B
PRESENTADO POR:
SECTA/CPA Hugo Fernando Barrn Araujo
1.-
INTRODUCCIN.
1.1 El presente informe cubre las resoluciones finales y comentarios del comit B de la
Asamblea IFATCA Sofa 2015.
2.- DISCUSION.
REPORT OF CONFERENCE COMMITTEE B
Chairman Matthijs Jongeneel Netherlands
Vice-Chairman Antoaneta Boneva Bulgaria
Secretary Alasdair Shaw New Zealand
AGENDA RES DISCUSSION ACTION
ITEM NO. 6 7
The Chairman of Committee B, Mr. Matthijs Jongeneel, opened the meeting at 14:07 on
Monday 20 April 2015.
Roll call taken.
Attendance: 46
Proxies: 13
Total: 59
A quorum was established.
Observers present:
Catharina de Decker, SESAR JU international validation team coordination
Gbor Papp, Hungaro Control
Thomas Fraenzl, Frequentis
Saulo J. Da Silva, Technical Officer, ATM Section, ICAO
The Chairman explained how Committee B would proceed and the purpose of the combined
committee B & C meeting scheduled for Tuesday. He stressed the importance and the role of the
directors and delegates and encouraged everyone, including the observers, to join in the
discussions. For the new attendees the chairman also explained the roles of the other committees.
The Chairman noted that this year there would be no flip chart detailing the progress of the
other committees; instead the IFATCA app could be downloaded to see the progress. He
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introduced the other members of the head table and their subsequent roles during the meeting.
Mr. Duncan Auld, (Australia), EVP Technical
Mr. Alasdair Shaw (New Zealand), Secretary
The Chairman also introduced the Chairman of the Technical and Operational Committee
(TOC), and the members of TOC; he explained what the role of TOC is. Also introduced were
the IFATCA technical representatives on the various ICAO panels.
The Chairman then introduced the Vice Chairman Ms Antoaneta Boneva from Bulgaria.
He asked for all delegates to participate in the discussions.
Agenda items marked with an asterisk* in the Final Agenda will be discussed in the combined
committee B&C meeting and are noted in the Report of Conference Committee B&C.
The chairman explained how amendments to recommendations could be
AGENDA RES DISCUSSION ACTION ITEM NO. 6 8
Proposed and the concept of a drafting group. He also explained voting procedures.
The meeting agreed that TOC members Aaron Wright (New Zealand) and Rick Taylor (Australia)
along with Secretary Committee B would act as a minutes drafting group. The Chairman asked
for the native English speakers to speak slowly and clearly in order to help everyone
understand what was being said.
He explained that the presentations are intended to clarify the often difficult nature of the
working papers. If required ask for an explanation.
He explained how late working papers function. In particular he explained that the agenda
items B.4.1.4, B.4.1.8, B.4.1.9 and B.5.13 are not late working papers as they were submitted
to the office on time. These can be downloaded from the IFATCA website.
The chairman then explained the order in which the agenda would be handled by the committee.
Roll call taken Tuesday 21 April.
Attendance: 47
Proxies: 15
Total: 62
Roll call taken Wednesday 23 April.
Attendance: 50
Proxies: 14
Total: 64
B.1
WP75
REPORT OF THE EXECUTIVE VICE-PRESIDENT TECHNICAL
Presented by Duncan Auld, EVP Technical.
EVPT thanked the attendees. He explained that this committee discussed issues related to the
ATC operational task.
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Duncan highlighted a few items from his report:

IFATCA has representatives on approximately 15 ICAO panels
The restructure of ICAO panels is nearly complete
IFATCA has responded to most state letters, however these were mostly of a professional
nature and so required the input of EVPP
ITEM NO. 6 9
We need to adjust our internal processes to ensure that we can provide responses to state
letters with a professional or legal component appropriately
Because of the large number of panel representatives, TOC is currently limited to six elected
members, although there is a paper in front of committee A proposing a greater number.
Other countries can provide corresponding members, who receive no funding for their
attendance at TOC meetings
Countries that are uncertain about standing for TOC are welcome to send a representative to
attend a TOC meeting to see what happens Duncan specially mentioned Dr. Ruth Stilwell and
noted that she was soon to retire as Liaison Officer to the ICAO Air Navigation Commission,
being replaced by Jean-Franois Lepage from CATCA.
Any delegates with questions are welcome to talk directly with EVPT or to send him an email.
Netherlands noted that information papers are useful and asked if these could be made
publicly available after conference. EVPT said that vetting is required, but that in the future this
would be achieved.
Sudan asked if TOC would be split into two committees, a technical and an operational
committee.
EVPT explained TOC in more detail and explained that it handled both technical and operational
issues. He stressed that it would remain one entity with more resource in the future.
The report was accepted.
B.2
LWP009
REPORT OF THE TECHNICAL AND OPERATIONAL COMMITTEE CHAIRMAN
Proposed: Iceland
Seconded: Austria
The late working paper was accepted.
Presented by Ben Gorrie, TOC Chairman.
Elected member countries were Switzerland, Italy, Spain, New Zealand, The Netherlands and
USA. There was exceptional work undertaken by corresponding member associations which
were Tanzania, Slovenia,
United Kingdom, Georgia, EGATS, Belgium, Tunisia and South Africa.
Chairman TOC thanked IFALPA for sending a representative to both TOC meetings and for the
opportunity to work closely together throughout the year.
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ITEM NO. 7 0
Two study items had been removed from the TOC work programme:
Impact of PBN on Capacity. Instead this was to become the subject of a controller article
Mandatory Avoiding Action for Uncontrolled Flights. This item was referred to PLC Two
additional items were studied, Review of Policy for STCA, and Review of Policy Regarding NonPlannable Level in the NAT Region.
These resulted in working papers.
Ben asked delegates to suggest ideas for items to be studied in the coming year. He also asked
that those considering standing for TOC to see him.
B.3*
WP76
REPORT OF THE TECHNICAL AND PROFESSIONAL SECRETARY
See report Committee B & C.
B.4 REPORTS ON INPUT TO INTERNATIONAL ORGANISATIONS
B.4.1 ICAO
B.4.1.1*
WP77
Air Navigation Commission (ANC)
B.4.1.2
LWP99
ATMOPS Panel
Proposed: USA
Seconded: Germany
Presented by Duncan Auld, EVPT
The panel is just over a year old, most members have little experience in the ICAO processes. Previously
ATM issues were handled as part of the work of other panels; this panel is dedicated to ATM.
The SID/STAR climb and descent issue is ongoing. There is so much confusion among air crew
that further new phraseologies have been proposed e.g. CLIMB VIA SID. This will be the subject
of a state letter.
There is more detail in the report.
Iceland asked whether there was a specific reason for the ordering of the words in the CANCEL
LEVEL RESTRICTIONS phraseology, this differed from current implementations.
EVPT said yes there is a reason, but he cannot recall why.
ITEM NO. 7 1
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Italy asked what had happened to IFATCAs proposal for the use of OPEN CLIMB.
EVPT said that he really tried to get this through. Airbus had issue with the phraseology as
there is a button labelled OPEN on the flight deck.
Germany asked about guidance material for Remote Towers.
EVPT said that the ATMOPS panel has to examine ICAO docs to find everything applicable to
Remote Towers.
B.4.1.3
WP78
Aeronautical Surveillance Panel (ASP)
The report was accepted with no presentation.
B.4.1.4*
WP96
Air Traffic Management Requirement & Performance Panel (ATM RPP)
B.4.1.5
Operational Datalink Panel (OPLINK)
No working paper has been provided and no presentation was made.
There were no questions for EVPT on the subject.
B.4.1.6
WP79
Operations Panel (FLTOPSP)
Presented by Raimund Weidemann Raimund did not reiterate what he had written in the
report but did highlight the progress of the emergency descent procedures amendment
proposal and provided an update on developments since the report was written.
IFATCA & IFALPA expressed concerns over the proposal to have pilots switch to TCAS TA during
an emergency descent. This resulted in the instruction being removed from the proposal.
A state letter was recently issued for the amendment of annex 6 as detailed in the report.
IFATCA will respond through EVPT.
B.4.1.7
WP80
Separation and Airspace Safety Panel (SASP)
Presented by Bjarni K. Stefnsson, SASP Representative Bjarni covered a number of aspects
from his report.
ITEM NO. 7 2
For a number of years SASP has been developing separation standards for RNAV in procedural
airspace. The Nov 2014 update to PANS-ATM revolutionised procedural separation.
Parallel / non-intersecting tracks:
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15 NM, RNP 2 or GNSS, DCPC VHF

7 NM, RNP 2 or GNSS, DCPC VHF, climb/descend through level
20 NM, RNP 2 or GNSS, other com, climb/descend through level
As an example 120 nm separations have been reduced to 20nm in Icelands airspace. This is
obviously a huge improvement.
Intersecting tracks:
50 NM RNAV 10 (RNP10)
30 NM RNP 4
15 NM RNP 2 or GNSS
Also:
GNSS for application of VOR track separation
5nm lat sep SIDs/STARs
ICAO has published circulars with guidance material for all of these.
Bjarni talked about ADS-B in-trail climb and descent procedures. These Require ADS-B in and
very few aircraft are equipped.
SLOP reduces collision risk and the concept has been expanded into domestic airspace using
micro SLOP. There are few aircraft that can do micro SLOP as yet.
Next steps are for further separations reductions to be published in the Nov 2016 update to
PANS-ATM
- 30nm lat sep reduced from 30nm to 23 nm for intersecting and non-intersecting tracks.
Requires RNP 4/2, RCP-240 and RSP-180
- 30nm longitudinal revised. Requires increased ADS-C reporting rate (12 minutes now)
- 5 minutes longitudinal separation requires RCP-240, RSP-180
- ADS-C Climb and Descent procedure. Separation cab be as low as 15nm
- 45o protection area procedure for separating departing and arriving aircraft that are flying
RNAV SIDS and STARS
- Operations on parallel and near parallel runways. Expanded to apply to new technology e.g.
GLS and RNP-AR approach procedures. Also RNAV STARs allow intercept of final approach.
ITEM NO. 7 3
Proposed annex 2 changes:
- Pilot must report if he deviates from the assigned Mach number
- Pilot must report if he deviates more than M0.02 or 10 kts from the filed FPL speed
- Pilots of ADS-C aircraft do not have to report changes in time estimates Current items:
- Future separation for RNP 2 (probably will be used for Enroute flight in all airspaces)
- 20nm longitudinal separation using RCP-240, RSP-180
- Rotorcraft RNP 0.3 separation
- Space based ADS-B use satellites to receive ADS-B signals and forward these to an ANSP.
Problem is communication between ATC and aircraft; may require CPDLC
- Enroute monitoring handbook, guidance material for monitoring the performance of enroute
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airspace
- Effect of RNAV turns on separation
- Remotely Piloted Aircraft Systems. Require RNP, RCP, RSP and ATC procedures Ireland asked
how far along is the development of separation standards for space based ADS-B? Bjarni said
that it is not mature at all. It is uncertain how good the surveillance will be.
Chairman Committee B advised that a paper on space based ADS-B was presented to
Committee B at last years conference.
EVPT said that with the first satellite yet to launch, the performance data is theoretical. It is
uncertain how good the coverage will be. The last launch is scheduled for 2017. Operational
use will be a number of years after that. There may be a regional implementation earlier.
Bjarni said one issue is that the top antenna on the aircraft must transmit ADS-B.
Germany asked if all SID/STARs will need to be RNP 1, or is it that if the aircraft are RNP 1
capable then the separation can be applied?
Bjarni said that the route needs to be published and coded as RNP 1 in order for the FMS to
use RNP 1.
Germany asked if conventionally equipped aircraft could fly the procedure and we would just
not apply separations applicable to RNP 1?
Bjarni said that the coding precluded use by non-equipped aircraft.
ITEM NO. 7 4
Germany asked about Arrival / Departure separation status.
Bjarni,said that the state letter has been issued. This will be published in November 2016
PANS-ATM update. Urged the MAs to review in the recent changes to PANS-ATM.
B.4.1.8
WP97
Remotely Piloted Aircraft Systems Panel Presented by Dr Ruth Stilwell (ANC representative)
The past year has seen the sunset of the Unmanned Aircraft Systems Study Group and the
beginning of the Remotely Piloted Aircraft Systems Panel. As we completed the Manual on
Remotely Piloted Aircraft Systems (DOC 10019) and began to ready for the development of
Standards and recommended Practices pertaining to RPAS, it became apparent that the work
ahead will be detailed and extensive. Assignments have been made to the work groups and
individuals. The timeline for all work is extremely aggressive.
Confusion exists in the RPA community as to the difference between uncontrolled and
unregulated airspace. There is also little understanding of what Air Traffic Control or ATS is.
The problem for the aviation community is that most advances are developed in the context of
aviation, but RPA is an evolution of robotics moved into the air there is no innate
understanding of aviation.
Germany is getting more afraid every day with respect to RPAs. What is the way forward? What
can we do as a federation or ICAO to bring some order to the introduction of these devices?
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Ruth said we can ensure that standards are in place for non-segregated airspace. We have a
system with standards and we need to ensure that RPAs meet these standards. There is a
question of how we can do this with the resources that we have.
EVPT said that there are discussions in committee A on how we can spend more money on
such important activities without cutting other areas. What do we as members think that is
important Iceland said that Manchester Airport was closed for a time because an RPA was
flying around. In collision risk modelling TCAS is not included, but it seems to be a fundamental
part of RPAS detect and avoid.
USA said lets take the educational challenge. We should publish articles on what it is we do in
RPA journals. Do we need autonomous sense and avoid.
ITEM NO. 7 5
Ruth said that it is difficult as TCAS is not applicable for some RPAs e.g. large vs very small.
There is not yet even a TCAS mandate for every aircraft.
USA said that nothing will happen until there is a technological solution.
Ruth said that at the moment we accommodate, whereas full integration would be better as
that would be less effort.
Chairman Committee B said that there will be a paper presented in the combined session on
ATM and the handling of RPAs.
B.4.1.9*
WP98
Next Generation of Aviation Professionals
B.4.1.10
Safety Panel
No working paper has been provided and no presentation was made.
There were no questions for EVPT on the subject.
B.4.1.11*
WP81
High Level Safety Conference
B.4.1.12
LWP016
Integration of Aviation and Commercial Space Policy
Proposed: Iceland
Seconded: Georgia
Presented by Dr Ruth Stilwell (ANC representative).
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This paper introduced issues of commercial space and integration with aviation systems. Like
UAS, the commercial space industry is developing rapidly and will have an impact on the air
traffic control system. This paper will discuss some near term issues that should be of interest
to air traffic controllers. It is intended to be an introduction to the topic and current
developments, not a comprehensive assessment of all of the associated issues.
The two conclusions from the paper are:
Technology innovation in commercial space can be viewed in two categories, the operation of
spacecraft including space planes, and the provision of space-type services from high altitude
high endurance unmanned aircraft. Each presents new challenges for integration into the civil
aviation system.
ITEM NO. 7 6
Air Traffic Controllers should engage early in the discussions of these emerging technologies
and how they will be accommodated.
Hungary asked how large the segregated area around Cape Canaveral was.
Ruth replied that it was 70nm x 80 nm.
Italy asked if we think that ICAO has an opinion on the best solution between space based ADSB and high altitude based ADS-B.
Ruth said that ICAO writes generic standards which allow for several solutions.
Cyprus said that the launch window can be very limited and is usually as close as possible to
the equator. So why should country of launch be responsible?
Ruth said that equatorial regions are optimal, but the launch site locations are not restricted to
them. Sub orbital flight is not so limited. This does provide an economic opportunity for
equatorial states e.g. French Guyana.
Historically the state of launch was the operating state and thus would hold the liability.
Georgia asked how separation with Loon balloons was being achieved.
Ruth said that each state has been left to its own devices, there is no global standard. The
problem is ongoing.
ICAO asked if there is really no system for notifying of a Loon launch, such as issuing NOTAMs
etc., The area of probable flight is determined in advance.
Ruth said there were no particular standards other than for atmospheric weather balloons.
There is nothing covering the period after the launch phase.
B.4.2
IFALPA
B.4.2.1*
LWP011
IFALPA/ATS COMMITTEE REPORT
B.5 TECHNICAL POLICY WORK STUDIES
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B.5.1*
WP82
Screen Design Process
ITEM NO. 7 7
B.5.2
WP83
Flight planning accuracy and impacts on the ATM system
Presented by Benjamin van der Sanden (Netherlands) on behalf of TOC Inaccuracies during
initial flight planning or insufficient communication regarding changes to existing flight plans
can lead to undesirable effects on the ATM system. This paper discussed the most common
issues currently experienced with flight planning.
It was recommended that Electronic filing and automated conformance checking of flight plans
are preferable.
Be included in the IFATCA Technical and Professional Manual.
Netherlands asked what it would be preferable to, and should this not be stronger than just
preferable?
Benjamin said that the wording was chosen as other methods of filing should not be excluded.
Netherlands proposed an amendment:
IFATCA urges electronic filing and automated conformance checking of flight plans.
Proposed: Netherlands
Seconded: Belgium
In favour: 53
Against: 1 (Germany)
Abstentions: 5 (Ireland, Cape Verde, Portugal)
CARRIED
The ANC representative said that this now weakens the proposed policy and suggested that we
state why this urged and to whom it is directed.
Chairman Committee B proposed a drafting group with Tunisia, Spain, New Zealand, Germany,
Australia, Belgium and The Netherlands as members. Ghana and Sudan also participated.
Electronic filing and automated conformance checking of flight plans are preferred.
Proposed: Singapore
Seconded: Malaysia
In favour: 60
Against: 0
ITEM NO. 7 8
B1
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Abstentions: Germany, UK
Germany still believes that quality of the flight plan data should be included in the policy. As
it is the proposed policy is too weak.
EVPT does understand the point. He suggested that Germany as a corresponding member for
TOC or as ATMRPP work on a paper for next year.
It was recommended that:
Electronic filing and automated conformance checking of flight plans are preferred.
be included in the IFATCA Technical and Professional Manual.
Proposed: EGATS
Seconded: Denmark
In favour: 60
Against: 0
Abstentions: Germany, UK
CARRIED
It was recommended that Interaction with flight plans should be minimised for controllers
engaged in separating aircraft.
Belgium proposed an amendment:
Interaction with flight plans shall be minimised for controllers engaged in separating aircraft.
Austria said that shall might be too strong and said that it is important for ATC to manage
flight plans. If it is necessary to amend a plan then this should occur.
Chairman TOC gave some background on the intention of the policy and that the important word
is minimised. He said that the key is to remove large workload situations e.g. totally new FPL.
ATMRPP said that you have to keep in mind that there will be a total change with the
introduction of sharing of data between the aircraft FMS and ATM system. This policy will be
outdated in a couple of years there will be much more interaction with FPLs in the future.
The question is one of how easy it is to amend the FPL e.g. through good HMI.
ITEM NO. 7 9
Germany said that his MA also represents Flight Data specialists. They have people dedicated
to flight plan modification.
Cyprus said that shall implies a legal obligation, whereas should allows a way out.
Ghana supported the amendment, but suggested other wording may be preferable.
Proposed: Belgium
Seconded: Netherlands
For: 2
Against: 54
Abstentions: 3 (Romania, FYROM, Bosnia & Herzegovina)
Not Carried
Ghana proposed an amendment:
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Flight plan modification by Air Traffic Controllers engaged in separating aircraft should be
minimised.
Proposed: Ghana
Seconded: Ireland
Netherlands queried whether there was a difference between the words interaction and
modification.
The ANC representative said there was and explained the difference.
Cyprus wondered whether we were trying to stop non-ATCs from modifying flight plans.
EVPT said that this is intended to reduce the interaction required by the separator.
ANC representative said that the policy is not to stop the modification of flight plans, but to
reduce workload.
For: 45
Against: 12 (Italy, Malta, Iceland, Poland)
Abstentions: 2 (EGATS, Slovenia)
Iceland said that any time a level is changed we are modifying a flight plan, is this really what
we want as it is the interaction that matters.
Italy said that flight plan modification is an ATC responsibility, e.g. every clearance is a
modification.
Maldives says we should say that the job of amending the flight plan.
ITEM NO. 8 0
should not be assigned to an active controller.
Brazil suggested that correction may be an alternative word instead of modification or
interaction.
Chairman Committee B proposed that the drafting group also consider the wording of this
amended draft recommendation and invited Ghana to participate.
Flight plan submission and correction by controllers, while responsible for separation of
aircraft should be minimized.
Seconded: South Africa
Austria asked if a change of level or heading is a flight plan submission.
Benjamin said that the original filing is a submission. Amendments are not submitted.
Kenya said that ATC does not submit flight plans EVPT said that the intent is that an ATC should
not be submitting a flight plan whilst separating aircraft. There are cases where a controller is
accepting or submitting a flight plan.
Ghana said that the word submission refers to the original flight plan and this is not done by
the controller.
Turkey suggested amending the proposal.
Chairman Committee B said that we will discuss further amendments after the vote.
Sudan proposed that creation would be a better word. Suggested that the modification be
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delegated to another person.

Nigeria suggested input would be a better word than submission.
Denmark suggested that we should vote now on the proposal from the drafting group as it had
come to a consensus.
In favour: 61
Against: 1
Abstentions: 0
Ghana suggested the use of the word acceptance.
EVPT said he preferred creation.
Benjamin said that the Drafting Group chose the word submission as this.
ITEM NO. 8 1
B2
means the original submission into the system.
Flight plan submission and correction by controllers, while responsible for separation of
aircraft should be minimized.
Proposed: Switzerland
Seconded: Tunisia
For: 62
Against: Kenya, Nigeria
CARRIED
B.5.3
WP84
Introduction to GNSS Landing Systems
Presented by Ignacio Baca (Spain) on behalf of TOC GNSS has great precision but on its own for
precision approach purposes.
Augmentation systems can get over this limitation. Ground Based Augmentation System
(GBAS) and Satellite Based Augmentation System (SBAS) were described in the paper, along
with their advantages and limitations.
This is a Mixed Mode Operation as a cat II/III ILS approach requires aircraft to hold at Cat II/III
holding points, whereas the same may not apply to GLS approaches.
Belgium asked if Ignacio believes GLS will really replace ILS. Aircraft equipage is the problem.
Ignacio said that some ILS would be replaced in the medium term; DFS did not expect to remove
any ILS before 2030 but potentially all in the long term. Presently it is just an additional system.
Belgium asked how GBAS would provide guidance on a missed approach.
Ignacio said that the aircraft would just track via waypoints and GBAS or SBAS could be used in
any phase of flight.
Norway asked about training for curved GBAS approaches. How would controllers handle a mix
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of straight and curved approaches?

Ignacio said that training was more a PLC matter and that there is policy on training before
implementation of new systems. Presently GBAS is only ILS-like.
Ghana commented that the ASBUs still contained ILS. What is IATAs
ITEM NO. 8 2
position?
Ignacio did not know. He said there is no IATA representative present to ask. The biggest
concern is likely to be aircraft equipage rate. The airlines dont want to waste money on
equipment if there is no need.
EVPT said that we cannot speak on IATAs behalf. There will be caution on equipping as there
are many examples of wasted investment.
However in Sydney, it was the airlines that asked for GBAS.
Ghana said there was no satellite augmentation system for Africa, so any IFATCA policy must
consider this.
Ignacio said that to expand EGNOS it would be relatively simple by just adding a monitoring
station. WAAS in USA has been proved to ILS cat I standard.
Tunisia asked if we think that GNSS would replace ILS, and what would be the backup system.
Ignacio said that there are some issues with GNSS based systems, so some backup may be
required. There are not just technical, but also security issues. He reiterated that DFS does not
expect to switch off any ILS until 2030.
Tunisia also asked if GNSS was related to NEXTGEN deployment.
Ignacio said that it definitely is part of NEXTGEN and SESAR and even now as it is part of ASBU 0.
The ANC representative commented that in 2009 IATA supported GBAS, when it is justified. ILS
is expensive to maintain and operators want reduced costs and it may well be more cost
effective to equip for GBAS.
Nowadays just about every aircraft is GNSS equipped and changes will happen more quickly.
Ignacio commented that IFATCA does have to consider GNSS approaches now, particularly the
advanced features such as curved approach paths.
Egypt asked if there was any possibility of extending existing augmentation systems to Africa.
Ignacio said that there are issues with ionosphere disturbances in low latitudes. There are
commercial systems that can be used right now.
EGNOS could be extended to Africa by adding monitoring stations as the satellites are on the
equator. Presently there are no cat I equivalent approaches for EGNOS.
Cyprus supported Ignacios statements as geo-stationary satellites provide good coverage, only
missing polar regions.
ITEM NO. 8 3
It was recommended that this working paper be accepted as information.
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CARRIED
B.5.4*
WP85
SWIM technical and legal issues
B.5.5
WP86
FF-ICE
Presented by Bla Gorian (Slovenia) & Rick Taylor (Australia) on behalf of TOC This
information paper summarised Flight and Flow Information for a Collaborative Environment
(FF-ICE). FF-ICE is a replacement to the existing ICAO flight planning system; it is currently
under development and proposed for implementation between 2018 and 2028.
Israel asked what is the effect of FF-ICE on ATC workload. Also is there not a danger of too
much information being presented to ATC?
ATMRPP said that as of now they are not that far progressed, but they are considering the
issue. No work has been done on how the extra data will be presented to ATC. This may be
handled by RTCA, Eurocae or ATM system vendors rather than ICAO.
South Africa asked what the backup would be. Is it paper based?
EVPT said that future systems would likely be distributed and designed to not have a total
failure, rather they would degrade gracefully.
ATMRPP added that ultimately there would be no paper based backup, either the system is
functioning or it is not.
Kenya asked if this would add more displays to the control room.
Rick said that this is a system for recording and distributing data; it would not be a stand-alone
display. It would be integrated into the ATM system display.
ICAO said that the implementation will take 20 years or more. There will be co-existence with
FPL2012 for a long time.
It was recommended that this working paper be accepted as information.
CARRIED
B.5.6
WP87
Concept of GNSS-based altitude
Presented by Bill Holtzman (USA) on behalf of TOC
ITEM NO. 8 4
B3
The use of pressure-based altimeters in to determine aircraft altitude has been universal
across the globe for most of aviation history. This paper explored alternatives provided by
Global Navigation Satellite System (GNSS) technologies.
Belgium asked what we do in the case of a total system failure.
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Bill said that right now GNSS altimetry is the backup for barometric altimetry on some aircraft.
Barometric would become the backup for GNSS based altimetry.
Belgium asked about wake turbulence requiring 1000ft separation anyway, so there may be no
advantage to utilising geometric altitudes.
Bill said that even a small reduction could add up to an extra flight level.
Bjarni commented on wake turbulence separation. SASP has asked ICAO how all the older
separations were determined; it seems that these are all based upon a good guess.
Bill said that it would be good to develop standards that are based on scientific research.
EVPT commented that prior to the introduction of ATC, 1000 feet was used as a nice round
number to keep aircraft segregated.
Bill commented that we should provide leadership and not be reactive to new technologies.
Policy is proposed to influence development.
It was recommended that IFATCA encourages development of technologies that improve the
accuracy of vertical navigation.
Proposed: Denmark
Seconded: Tunisia
CARRIED
B.5.7
WP88
Resumption of Separation following a TCAS RA
Presented by Luis Barbero (UK) on behalf of TOC
This working paper reviewed IFATCA provisional policy regarding the resumption of separation
after a Traffic Alert and Collision Avoidance System (TCAS) Resolution Advisory (RA) event. A
review of the TCAS policies of the Federation made at the 2014 IFATCA Annual Conference in
Gran Canaria, Spain did highlight several issues regarding the
ITEM NO. 8 5
B4
Responsibility for providing separation after the completion of a TCAS RA manoeuvre. This
working paper addressed those issues and proposed new policy.
Cyprus asked what the possible danger is if we take control as soon as the pilot reports clear of
conflict.
Luis said that there is no problem, you may not have standard separation and you are
responsible for issuing a new clearance.
Denmark asked if this could be categorized as an emergency situation allowing any required
action until standard separation is re-established.
Luis said that this is not an emergency situation; the definition of emergency situation doesnt
qualify it as one.
Ireland commented that they have the emergency situation caveat.
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Italy pointed out that in many situations with no action the aircraft will continue to move apart
resulting in separation, but with same track traffic we may have less than the required
separation and so an instruction may need to be issued to re-establish separation.
Luis said this does not prevent intervention once clear of conflict has been reported. The
question is who is accountable or responsible. His belief is that the ATC should take
responsibility and issue instructions as required to achieve separation. We cannot just wait as
we have a duty of care.
Ghana thinks that the problem is the word responsibility. It is only the ATC that can resolve
the situation.
It was recommended that the provisional policy on page 3 2 1 3 of the IFATCA Technical and
Professional Manual which reads:
After an aircraft has departed from its ATC clearance or instruction in compliance with an RA,
or a pilot has reported an RA, the controller shall not resume responsibility for providing
separation, until separation has been established for all affected aircraft.
be amended to:
Once an aircraft departs from its ATC clearance 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 responsibility for separation and establish standard
separation between all affected aircraft when:
a) the controller acknowledges a report from the flight crew that the aircraft has resumed the
current clearance; or
ITEM NO.
86
b) the controller acknowledges a report from the flight crew that the aircraft is resuming the
current clearance and issues an alternative clearance which is acknowledged by the flight crew.
And this be adopted as full policy.
Cyprus said that a) is not obvious. What is the current clearance?
Luis said that it means when the aircraft has resumed the clearance.
There are occasions after a TCAS RA when aircraft could swap levels and this is when the ATC
must take control of the situation.
Proposed: UK
Seconded: Denmark
Abstentions: Ireland
CARRIED
B.5.8
WP89
Blended Airspace
Presented by Bill Holtzman (USA) on behalf of TOC
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The remote tower concept is gaining considerable attention around the world, for financial and
other reasons. Such systems are generally designed to perform all current functions of the
control tower and more, but the US FAA initiative called Blended Airspace is smaller in scope
and seeks to provide only limited aerodrome control services. Blended Airspace is not the
remote tower concept as generally understood because it lacks the clear safeguards that
remote towers provide and does not provide all services.
Belgium asked if the Blended Airspace concept included the provision of ground control and
whether VFR traffic, like the OOWLA, was also controlled.
Bill said that there would be limited ground control covering the runway only. All aircraft in
area of responsibility are covered by the concept, both VFR and IFR.
Denmark commented that in the Remote Tower concept it was accepted that we were
operating with limitations aka the one eye principle. It seems that in Blended Airspace there
is a no eye principle as the runway cannot be scanned visually.
Cyprus commented that IFATCA Remote Tower policy says that a robust safety case is
required.
Iceland asked if Aerodrome Flight Information Service was used in the
ITEM NO. 8 7
B5
USA. He said that any system must have vision. Iceland does not support Blended Airspace.
Denmark asked for ICAOs opinion on the matter.
ICAO said its a new development and there is no ICAO policy. Remote Tower is covered by the
ASBU process. Over time various methods may be developed. IFATCA is doing the right thing
by preparing policy to cover future developments.
Remote and Virtual tower systems should be capable of providing the same service level as an
aerodrome control tower; partial aerodrome control service configurations are undesirable.
Proposed: Denmark
Seconded: Ghana
CARRIED
B.5.9
WP90
B6
Review of Policy for STCA
Presented by Ben Gorrie (Chairman TOC) on behalf of TOC
This paper reviewed IFATCA policies regarding Short Term Conflict Alert (STCA). Several policy
statements have been identified as being old and others are in need of an update. ICAO has
published in document PANSATM the new chapter 8, where all ATS Surveillance systems are
now grouped together. This chapter not only contain provisions for radar, but also provisions
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for new ATS surveillance systems such as MLAT and ADS-B. These new surveillance systems are
now fully integrated and recognized as such by ICAO.
Chairman TOC introduced the paper briefly with no presentation.
It was recommended that IFATCA policy:
Ground based safety nets, like STCA, can enhance overall safety in the automated ATC systems.
Therefore each automated ATC radar system should be provided with a ground-based safety
net system such as STCA, as a last resort, that only should be used to advise the controller of
potential losses of separation.
Be amended to read:
Ground based safety nets, like STCA, can enhance overall safety in the automated ATC systems.
Therefore each automated ATM-system with ATS-surveillance should be provided with a round
based
ITEM NO. 8 8
B7
Safety net system such as STCA, as a last resort, that only should be used to advise the
controller of potential losses of separation.
Proposed: Ireland
Seconded: Israel
CARRIED
It is important that, for each individual ATC radar unit, parameters and nuisance filters in STCA
systems are developed and tested that are suitable for the area involved and adjusted to the
procedures, airspace layout, separation standards, radar source, traffic mix, etc. The systems'
logic and parameters should be flexible.
Be amended to read:
It is important that, for each individual ATC unit with ATS surveillance, parameters and
nuisance filters in STCA systems are developed and tested that are suitable for the area
involved and adjusted to the procedures, airspace layout, separation standards, surveillance
source, traffic mix, etc. The systems' logic and parameters should be flexible.
Proposed: Bulgaria
Seconded: Spain
CARRIED
B.5.10
WP91
B8
Review of Policy: Non-plannable level in the NAT-Region
Presented by Ben Gorrie (Chairman TOC) on behalf of TOC
This working paper reviewed the current IFATCA policy covering the use of non-plannable
levels in the North Atlantic region (NAT). The policy was adopted in 1999 and a recent review
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has shown that this particular policy statement no longer reflects the operational traffic
handling of the NAT. It was proposed that this policy be deleted.
Chairman TOC explained the paper briefly with no presentation.
Within the NAT region where RVSM is in operation, FL 300 would be established as a non-flight
plannable level as part of the in-flight emergency contingency procedures as they apply to
the Organised Track System.
Be deleted.
ITEM NO. 8 9
Proposed: New Zealand
Seconded: Sudan
CARRIED
B.5.11
WP92
Responsibility For Terrain And Obstacle Clearance During Weather Avoidance
Presented by Aaron Wright (New Zealand) on behalf of TOC
There is ambiguity over where the responsibility lies for provision of separation with terrain
and obstacles. This was raised in a working paper at Conference 2013 and then studied in a
working paper at Conference 2014. That working paper did not cover the case of weather
deviations but recommended that a further study on that subject be done.
Cyprus asked what the options are instead of approving a deviation.
Aaron advised that there is no clear procedure. Responsibility needs to be clearly defined and
understood by all parties.
Cyprus considers that if there is no ability to say Approved one is left with no options
trapped in a cage with no escape.
Georgia said why not say unable.
Aaron said that ideally there should be procedures in chapter 15 of PANS ATM, so that if there
is no ability to approve a deviation all parties know how to proceed.
EVPT said that when vectoring we have responsibility for terrain clearance. If you cannot
approve a deviation then its an emergency situation.
UK related an accident where there was quite clearly no responsibility on ATC, but the
controller was still subjected to a court martial. Now they always remind pilots of their
obligations and that no separation is being provided.
Israel asked why do we not just say unable. If the pilot still deviates then it is clearly their
responsibility.
Norway said that often the aircraft can still remain in VMC and maintain terrain clearance
visually. There are other factors though especially in the departure and arrival phase, where
there may be no options available.
Aaron said that the point of the paper is to provide a mechanism to enable deviations and to
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make it clear where the responsibility lies.

EVPT said that with respect to departures it should be a quick, simple mechanism e.g. above
minimum vectoring altitude, or visual terrain.
ITEM NO. 9 0
Clearance. We dont want the situation where both parties assume that the other is
responsible for terrain clearance.
Aaron said that in NZ a common phrase is maintain terrain clearance visually, but this is not
backed by ICAO procedures.
ICAO said that PANS-ATM clearly states that the pilot always retains responsibility for terrain
clearance.
The ANC representative pointed out that a direct clearance becomes the responsibility of ATC.
Some statements in PANS-ATM are still ambiguous. Who is responsible when the pilot files a
direct route?
Definitive clarity required. Also, ATCs are being held criminally liable now.
Development of ATS surveillance tools and procedures to allow ATCOs to accurately and
efficiently separate from terrain is encouraged.
UK commented that obstacle clearance should be included in the policy.
Netherlands would also like obstacle clearance to be included and would like stronger wording
in the policy. Who is going to develop these tools?
An amendment was proposed.
ATCOs should be provided with ATS surveillance tools and/or procedures to accurately and
efficiently separate from terrain and obstacles.
Seconded: Germany
EVPT assumed that this wouldnt apply where it is not required e.g. Oceanic.
UK asked if we really needed accurately or efficiently as all that is required is separation.
Aaron said that the accurate and efficient part came from the desire to have the minimum
separation.
Chairman TOC said that the wording arose from a USA specific procedure which was more
efficient and practical than just waiting for an aircraft to climb above the transition level.
Georgia asked why we say ATS surveillance tools in the recommendation and not
procedures as discussed in the paper.
Netherlands said that this was in the original proposal and that it may not just be procedures.
ITEM NO. 9 1
EVPT said that radar terrain display might be a tool.
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UK said that some procedures allow efficient separation, but accurate separation might be
theoretical against obstacles in a city.
In favour: 61
Against: 0
Abstentions: Ireland UK said they were still not happy with accurate.
EVPT said the intent of accurate was to preclude the use of something like a 25nm MSA and
nothing more. Accuracy would vary according to the circumstance e.g. Oceanic versus terminal
operations.
UK said its the tool which needs to be accurate not the separation.
Ghana asked if separation of aircraft from terrain is implied.
Netherlands wants to support UKs view that efficient separation implies accuracy. Either we
are separating or not separating.
ICAO said that technically terrain and obstacles are both the same thing.
Georgia suggested that further amendment was required UK proposed an amendment.
ATCOs should be provided with accurate ATS surveillance tools and/or procedures to separate
from terrain and obstacles.
Proposed: UK
Seconded: Austria
Iceland pointed out that there is a definition for ATS surveillance systems and that accurate
should not be there.
Chairman TOC said that efficiently was deliberately put into the recommendation.
UK said it doesnt mind if efficiently is included.
In favour: 4
Against: 26
Abstentions: Poland
Not Carried.
Australia proposed an amendment.
ITEM NO. 9 2
B9
ATCOs should be provided with ATS surveillance tools and/or procedures to efficiently
separate from terrain and obstacles
Proposed: Australia
Cyprus asked who is responsible when the pilot is responsible and so what is the point of this
recommendation if this is not ATCs responsibility.
Aaron said that before taking responsibility we need to have tools to assist us.
Nigeria made a suggestion that the word aircraft should be included in the recommendation.
Ghana said that accurate implies free from mistakes or error.
In favour: 62
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Against: 0
Abstentions: 0
Ghana proposed a further amendment:
separate aircraft from terrain and obstacles.
Proposed: Ghana
Seconded: Netherlands
In favor: 56
Against: 0
Abstentions: 6 (Ireland and 5 others)
separate aircraft from terrain and obstacles be included in the IFATCA Technical and
Professional Manual.
CARRIED
IFATCA introduce a paper to the ICAO ATMOPS Panel to have paragraphs 15.2.3.2 and 15.2.3.3
of Doc 4444 adapted for all airspace, and amended to include terrain and restricted airspace.
Proposed: Norway
Seconded: Austria
EB
ITEM NO. 9 3
CARRIED
IFATCA introduce a paper to the ICAO ATMOPS Panel to have paragraph 8.6.5.2 amended to
remove ambiguity regarding responsibility for provision of separation with obstacles and
terrain.
Proposed: Turkey
Seconded: Belarus
CARRIED
EB
B.5.12*
WP93
Crisis Management
B.5.13
WP100
B13
B14
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Future Weather Distribution.

Presented by Bernhard Daenzer (Switzerland) on behalf of TOC Aviation Weather Information
is and has been critical for the advances in flight safety. However there is room for
improvement, not the least due to technological advances. This paper explores areas where
measurement, forecasting and distribution of aviation weather information could be improved,
and new policy is proposed.
The ANC Representative said that Bernies contribution to TOC has been tremendous. We do
have a representative on the Met panel and this paper clarified the situation for them.
IFATCA encourages the development and use of aircraft-derived meteorological data to
improve aviation weather products.
Proposed: Austria
Seconded: Denmark
CARRIED
IFATCA encourages the development and distribution of graphical and easily human
interpretable aviation weather products.
Proposed: Nigeria
ITEM NO. 9 4
B15
CARRIED
IFATCA encourages the evolution of the aviation weather reporting and distribution system to
allow direct access to aviation weather products for airspace users.
Proposed: Sweden
Seconded: Slovenia
CARRIED
B.6 REPORTS ON TECHNICAL MATTERS
B.6.1.1*
WP94
AIRPORT DOMAIN TEAM
B.6.2.1*
WP12
Report of the EVP AFM
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B.6.2.2*
LWP101
IFATCA Participation in the ICAO-MID Activities
B.6.3.1*
WP13
Report of the EVP AMA
B.6.4.1*
WP14
Report of the EVP ASIA/PACIFIC
B.6.4.2
APANPIRG report
No report was provided.
B.6.5.1*
WP15
Report of the EVP EUROPE
B.6.5.2
WP95
SINGLE EUROPEAN SKY including SES II, SESAR, EASA, EUROCONTROL
See report Committee C.
ITEM NO. 9 5
B.7 WORK PROGRAMME FOR TECHNICAL & OPERATIONS COMMITTEE FOR 2015/2016
Presented by Ben Gorrie (Australia), Chairman TOC
The following work program was proposed:
Digital Flight Strips
Flight plan quality and conformance checking
RNAV Visual Approaches
Free Route Airspace and Flexible Track Systems
Commercial Space Operations
Pronunciation of Words
Space Weather
Autonomous Passenger and Cargo Aircraft
Principles for Alerts and the Display of Information (with PLC)
Review of Policy Advanced Approach Procedures Secretary Committee B commented that a
couple of the work items, e.g. digital strips and presentation of alerts could be more
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appropriate to PLC.
He asked if these were to be technical/operational studies.
Chairman TOC said that the digital strips study would be from an operational point of view. He
added that PLC would potentially contribute to one or two study items.
Italy commented that he had suggested a study into policy on missed approach after a visual
approach. He asked if this would be included in the advanced approach procedure study.
Ben advised that the advanced approach procedures item is intended to be a review of policy
relating to approach procedures. Missed approach after a visual approach may well be added
as an additional item.
EVPT said that this work programme is a starting point; it will evolve over the year with items
added, expanded and potentially removed. Some items may end up becoming PLCs responsibility.
CARRIED
B.8 TECHNICAL & OPERATIONS COMMITTEE
B.8.1
Appointment of Representatives
Presented by Ben Gorrie (Australia), Chairman TOC
Appointed IFATCA specialists for TOC are:
IFATCA Representative to the ICAO Air Traffic Management Requirement and Performance
Panel (ATMRPP)
ITEM NO. 9 6
IFATCA Representative to the ICAO Flight Operations Panel (FLOPSP)
IFATCA Representative to the ICAO Separation and Airspace Safety Panel (SASP)
IFATCA Representative to the ICAO Aerodrome Panel (AP)
IFATCA Representative to the ICAO Airspace and Surveillance Panel (ASP)
IFATCA Representative on the ICAO Remotely Piloted Aircraft Systems Panel (RPAS)
IFATCA Representative to the IFALPA ATS Committee
IFATCA Representative to the ICAO OplinkP
B.8.2
Election of Standing Committee Member Associations running for election as a member of TOC
were:
Slovenia
USA
Spain
The Netherlands
Italy
Israel
The Islamic Republic of Iran
Nigeria
UK
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Chairman TOC thanked Aaron Wright from New Zealand and Bernie Daenzer from Switzerland
for their work in TOC last year and expressed regret that they were unable to stand again. He
pointed out that not being elected does not preclude an association participating in TOC.
He said that Spain, Netherlands, USA and Italy have all made large contributions as elected
members of TOC. He also reminded the committee that Slovenia and UK had acted as
corresponding members.
After speaking to each of them, Ben is also confident that all of Iran, Nigeria and Israel would
be quite capable members of TOC.
A short presentation was made by each country.
After the presentations, the following Member Associations were elected:
Nigeria
Slovenia
Spain
UK
Netherlands
USA
Chairman Committee B asked that those associations not selected approach Chairman TOC to
discuss how to be involved.
ITEM NO. 9 7
B.9 ANY OTHER BUSINESS
Australia made remarks about how fantastic it has been to work with Ruth; she worked tirelessly
and is a valued friend and mentor. Ben proposed a motion of awesomeness to Ruth.
EVPT suggested the wording:
That committee B recognised the significant contribution that Dr. Ruth Stilwell has made in the
role of Liaison Officer to the ICAO Air Navigation Commission over the past five years. The
committee greatly appreciates the personal commitment that Ruth has provided to further the
objectives of the federation.
Proposer: Australia
Seconder: NZ
CARRIED
Germany thanked the head table for running such smooth committee sessions.
CLOSING REMARKS
Matthijs said that that he was very pleased with the way everyone contributed to the
discussion. He was especially pleased that the African MAs had a lot to contribute. He also
noted that the presentations this year were very impressionant and they made often difficult,
technical subjects easier to understand.
Matthijs thanked
The observers, especially ICAO & IFALPA
The IFATCA representatives who work throughout the year and he wished them luck for the
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coming year
The Organizing Committee for doing an excellent job
Toni for her hard work as vice chairman
EVPT, Duncan Auld for his guidance to the committee throughout the week
Secretary Committee B, Alasdair Shaw; reminding everyone that the secretaries have the
greatest workload of anyone at conference
He congratulated the elected TOC members and pointed out that they had a hard task ahead
of them, but it would be a lot of fun and he is already looking forward to next years papers
and presentations.
The meeting closed on Thursday, 23 April, 2015 at 10:04.
3.-
4.-
CONCLUSIN.
3.1 Bsicamente en la mayor parte del comit tcnico fue enfocado a a las nuevas
tecnologas pero principalmente a la implementacin de nuevos procedimientos,
para Mxico lo ms relevante de esto es lo que se trat sobre el tema de
Aeronaves no tripuladas, PBN, ADS-B y Navegacin Autnoma. Tambin considero
que las los temas de aviones no tripulados es algo que deberamos empezar a
tratar como un tema de importancia en nuestro pas.
3.2
En esta Asamblea como ya desde mucho aos atrs lo viene haciendo el ACTAM ahora
COCTAM queda nuestra Delegacin de Mxico muy bien parada ya que adems de
asistir constantemente a las asambleas se tuvo una importante participacin en otras
reas tcnicas como por ejemplo un comit binacional entre USA y Mxico para tratar
asuntos tcnicos y problemticas comunes para emitir recomendaciones a los
prestadores areos por parte de cada una de las asociaciones.
3.3
Se entrega el resumen de las resoluciones dadas, muchas de ellas no aplicables

para Amrica y especficamente Mxico pero como miembros Colegiados es de
nuestro carcter mantenernos informados.
RECOMENDACIN.
4.1 Se acepte ste reporte como material informativo.
PROFESIONALISMO AL SERVICIO DE LA NAVEGACIN AREA
TSUCTA/CPA Hugo Fernando Barrn Araujo
Comit de Asuntos Tcnico Profesionales / Vocal Regional Noroeste
X AGA MEX 2015
Pgina 33 de 33


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7 - 2 Informe IFATCA Sofia 2015

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COLEGIO DE CONTROLADORES DE

TRNSITO AREO DE MXICO, A.C.

X ASAMBLEA GENERAL DE ASOCIADOS MEX 2015

Reporte del Comit de Administracin.

TSU CTA Cristbal Vicente Cuevas Quijada.

Reportes del Comit Ejecutivo

7.2 Reporte IFATCA Sofia 2015

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

Comunicaciones (Revista The Controller)

7.2 Reporte IFATCA Sofia 2015

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

7.2 Reporte IFATCA Sofia 2015

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

Polticas de administracin y constitucin de la Federacin.

7.2 Reporte IFATCA Sofia 2015

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

Mxico se encuentra en la categora 2 = 11.41 USD

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X ASAMBLEA GENERAL DE ASOCIADOS MEX 2015

Informe de Actividades IFATCA Sofa 2015 Comit B

SECTA/CPA Hugo Fernando Barrn Araujo

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

Duncan highlighted a few items from his report:

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

AGENDA RES DISCUSSION ACTION

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

15 NM, RNP 2 or GNSS, DCPC VHF

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

delegated to another person.

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

of straight and curved approaches?

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Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)

X AGA MEX 2015

Miembro de la Federacin Internacional de Asociaciones de Controladores de Trnsito Areo (IFATCA)