17 - SINCTA

Transcrição

17 - SINCTA

REVISTA DA APCTA. VOL2#17. OUT10
Associação Portuguesa dos Controladores de Tráfego Aéreo
Let’s Tee Off!
ECGC:
European Controllers Golf Championship
INTERNACIONAL:
Diálogo Social num mundo em mudança
Social Dialogue in a changing world
INTERNACIONAL:
EASA, o novo parceiro ATM
EASA, the new ATM partner
DESTINO:
Golf em Portugal: algumas referências
Golf in Portugal: a quick tour
Flight Level
Revista da APCTA
(Associação Portuguesa dos Controladores de Tráfego Aéreo)
fl[email protected]
Presidente do SINCTA:
Carlos Reis
Presidente da APCTA:
Paulo Encarnação
Coordenação Editorial:
Nuno Simões
Colaboradores: Nuno Chambel, Bruno Figueira, Ana Cristina Lima, Rui Marçal, Pedro Matos, Luís Tojais, Carlos Valdrez
Tradução: Helga Bandeira
Correspondentes: Delegações da APCTA
Propriedade: APCTA (Associação Portuguesa dos Controladores de Tráfego Aéreo)
Distribuição: Gratuita aos Sócios
Design gráfico: Filipe Preto
Impressão: Arlindo Silva - Artes Gráficas, Lda
Periodicidade: Trimestral
Tiragem: 900 exemplares
Lisboa, Outubro de 2010
EDITORIAL
No momento em que se prepara o fecho desta edição da Flight Level todos os dados
apontam para que a proposta de Orçamento de Estado para 2011, a apresentar ainda em
Outubro na Assembleia da República, venha a prever disposições tendentes à redução
de salários em diversas componentes do sector Estado, abrangendo também o sector
público empresarial.
Para todos aqueles que conhecem a estrutura económica da NAV Portugal, parece
claro que a extensão destas medidas ao prestador nacional de serviços de navegação
aérea só poderá resultar de um claro equívoco. Na verdade, a NAV Portugal nunca recebeu um único Euro do Estado (pelo contrário, contribui regularmente com significativas
quantias para o mesmo), nem depende do seu financiamento para sobreviver, pois os
custos inerentes à sua operação (em grande medida, despesas com pessoal altamente
qualificado), são ressarcidas na totalidade por receitas provenientes dos utilizadores
comerciais do espaço aéreo nacional, na sua grande maioria companhias de aviação
não-nacionais, constituindo-se, portanto, como fonte exportadora de serviços.
Assim, qualquer medida de redução de salários não contribuiria, de forma alguma,
para a redução da despesa do Estado Português, mas sim para a redução das despesas
de terceiros, maioritariamente estrangeiros, num gesto absurdo, cuja consequência interna imediata se limitaria a uma óbvia redução da receita fiscal obtida através dos
vencimentos do pessoal ao serviço da NAV Portugal.
Estaremos atentos em defesa do emprego e do serviço de qualidade prestado pelos
cerca de mil trabalhadores da NAV Portugal, esperando que aqueles que nos governam
compreendam a especificidade da situação desta empresa e do contributo positivo que
esta tem dado ao longo dos anos, de forma directa e indirecta, para as contas do próprio
Estado.
Carlos Reis
Presidente do SINCTA
SUMÁRIO
02
Internacional: Diálogo Social num mundo em mudança
06
Internacional: Uma viagem pelos Sindicatos Europeus de Controladores Aéreos
10
Internacional: EASA, o novo parceiro ATM
14
17
18
22
24
29
ECGC: European Controllers Golf Championship
ECGC: Official Programme
ECGC: History of the ECGC
ECGC: Touristic Information
ECGC: Tournament Courses
Nota da Redacção: Flight Level – 5 anos
30
34
36
A journey through the European Unions of Air Traffic Controllers
EASA, the new ATM partner
Flight Level – 5 years
Destino: Golf em Portugal – alguns pontos de referência
Golf in Portugal – a quick tour
Ecos da Imprensa: Uma selecção de interesse ATC
An ATC news selection
Breves: Parlamento Europeu
European Parliament
p.1
INTERNACIONAL
por/by Pedro Barata / SINCTA’s Vice-President
Diálogo Social
num mundo em mudança
p.2
REVISTA DA APCTA. VOL2#17. OUT10 Associação Portuguesa dos Controladores de Tráfego Aéreo
Desde que em 1999 foi lançada a iniciativa Céu Único Europeu, o
mundo da Gestão do Tráfego Aéreo (ATM) na Europa tem sofrido significativas mudanças, numa primeira fase, em 2004, com a criação das
bases legislativas – os quatro regulamentos originais – e mais recentemente com o início da implementação do chamado “segundo pacote”
do Céu Único Europeu, reforçado agora com uma forte componente de
desenvolvimento tecnológico (SESAR).
No meio de toda esta mudança, e em linha com as orientações da
União Europeia no que concerne às políticas sociais e de emprego, o pilar
“Diálogo Social” tem procurado acompanhar estas alterações, havendo
quase desde o início deste processo uma intervenção das organizações
dos trabalhadores no mesmo. Neste campo, a defesa de uma abordagem “bottom-up” quanto à construção do Céu Único Europeu, ainda
na sua fase inicial, talvez tenha sido a primeira intervenção marcante
destas organizações. No entanto, fruto da enorme dispersão de representatividade, e até de interesses, a sua capacidade de intervenção e
de mobilização tem sido mais limitada do que seria desejável.
Since 1999, when the Single European Sky initiative was launched,
the world of air traffic management (ATM) in Europe has undergone significant changes, in the first instance, in 2004, with the creation of the
legislative bases – the four original regulations – and most recently with
the beginning of the implementation of the so-called “second package”
of the Single European Sky, reinforced now with a strong component of
technological development (SESAR).
In the midst of all this change, and in line with the guidelines of the
European Union in what regards to social and employment policies, the
“social dialogue” pillar has sought to keep pace with these changes,
having existed almost since the beginning of the process some action
of the trade unions in it. In this field, the defense of a “bottom-up approach” as the right way for the construction of the Single European Sky,
still in its early stage, was perhaps the first striking intervention of these
organizations. However, due to the enormous dispersion of representativeness, and even interests, their capacity for intervention and mobilization has been more limited than it would be desirable.
COMPREENDER A MUDANÇA PARA MOLDAR O FUTURO
UNDERSTANDING THE CHANGE TO SHAPE THE FUTURE
Este facto parece explicar-se por um conjunto diverso de factores,
que começam desde logo nos diferentes graus de percepção que existem
em cada país, junto dos Controladores de Tráfego Aéreo, sobre o real
impacto destas alterações na sua vida futura. Na verdade, reconhecer
esta mudança e compreender a sua origem e provável desenvolvimento
é, desde logo, factor decisivo para intervir adequadamente em defesa
dos nossos interesses. Infelizmente, fruto dos seus próprios enquadramentos e vivências nacionais, os diversos colectivos vêm encarando o
Céu Único Europeu com diferentes graus de empenhamento, visível também na profundidade da sua participação nos assuntos internacionais.
Têm-se tornado, portanto, evidentes as falhas dos próprios
Controladores de Tráfego Aéreo ao longo deste tempo, falhas que vão
desde o mais completo desinteresse e desconhecimento do tema – com
exemplos bem reais e recentes que mostram como caminhar para o
desastre – até à manifestação, pura e simples, de uma sistemática e
reiterada oposição a tudo o que cheire a mudança. Ficamos, portanto,
debilitados à partida na nossa capacidade colectiva e transnacional de
responder adequadamente e sermos capazes de moldar o futuro em linha com os interesses da profissão.
De uma forma quase natural, tem sido esta dispersão da nossa
atenção que mais frutos tem dado àqueles que, de forma resoluta e
aparentemente imparável, têm conduzido este processo de (suposta)
desfragmentação do espaço aéreo europeu, pois têm contado com uma
resposta frágil e, esta sim, fragmentada. Como sabemos, as organizações dos Controladores de Tráfego Aéreo são sustentadas, essencialmente, por trabalho voluntário e em tempo parcial, por oposição a
verdadeiras máquinas de lobby ao serviço das associações de empregadores e da máquina trituradora da Comissão Europeia, secundada pelo
Eurocontrol e, agora também , pela EASA. Esta é uma realidade que, embora não explique tudo, explica muita coisa.
E é em consequência desta relação de forças desequilibrada que
vivemos confrontados quase diariamente, nuns países mais, noutros
menos, com ataques dirigidos aos Controladores de Tráfego Aéreo,
umas vezes de forma directa, outras de forma encoberta, utilizando-se
desde relatórios e notícias que deturpam a realidade, até à pura calú-
This fact seems to be explained by a diverse set of factors, beginning
early in the different degrees of perception that exist in the different
countries, among air traffic controllers, about the real impact of these
changes in their professional future. In fact, to recognize this change
and to understand its origin and probable development is crucial to intervene appropriately in the defense of our interests.
Unfortunately, as a result of their own national framework and experiences, the various collectives have been facing the Single European
Sky with varying degrees of engagement, visible also in the depth of
their participation in international affairs.
The failures of air traffic controllers themselves over this time have
become obvious, failures ranging from the most complete indifference
and lack of information on this subject – with very real and recent examples that show us the path to disaster – to the pure and simple manifestation of a systematic and reiterated opposition to everything that
feels like a change. We are therefore debilitated from the beginning in
our collective and transnational ability to respond appropriately and to
be able to shape the future according to the interests of the profession.
In an almost natural way, it has been this dispersion of our attention that has been more fruitful to those who, persistently and unrelentingly, have conducted this process of (supposedly) defragmentation of European airspace, as they have relied on a fragile, fragmented
response. As we know, air traffic controller organizations are supported
mainly by volunteer and part-time work, as opposed to real lobbying machinery serving associations of employers and of the European
Commission’s shredding machine, supported by Eurocontrol and now
also by EASA. This is a reality that, although it does not explain everything, it explains a lot.
And it is as a result of this relationship of unbalanced forces that we
live confronted almost daily, in some countries more, others less, with
attacks targeted to air traffic controllers, sometimes directly, others
in a covert manner, using from biased reports and news that misrepresent reality, up to the pure slander and defamation, creating in public opinion a negative idea of these professionals and of their work. It
is no coincidence that one of the favorite phrases to justify any delay
p.3
nia e enxovalhamento, criando na opinião pública uma ideia negativa
destes profissionais e do seu trabalho. Não é por acaso que uma das
frases preferidas para justificar qualquer atraso num voo seja: “devido
ao Controlo de Tráfego Aéreo”… É o chamado “crime perfeito”, pois salvaguarda sempre todos os outros intervenientes no processo, a começar
pelas próprias companhias aéreas e não permite que o visado se possa
defender.
O CASO PORTUGUÊS
Desde há longos anos que os controladores portugueses, através
das suas organizações (SINCTA e APCTA) vêm acompanhando de perto
todo o processo do Céu Único Europeu, com intervenções constantes nos
organismos internacionais, nomeadamente no ATCEUC e, através deste,
em diversos grupos de trabalho no âmbito europeu. Não nos alheamos
e continuamos empenhados, cada vez mais, na vertente europeia, reconhecendo a existência de forças de mudança e procurando adaptar
a nossa resposta em conformidade. E é exactamente porque estamos
conscientes da situação actual que a nossa visão do futuro se encontra
reflectida nas ideias expressas mais adiante.
Aliás, a nível interno, temos procurado e sabido manter um profícuo diálogo social com os nossos interlocutores, o que nos tem permitido encontrar soluções para questões que, a arrastarem-se, poderiam
colocar em causa o nosso futuro e o daqueles ainda não chegados à
profissão.
UMA RESPOSTA PAN-EUROPEIA DAS ORGANIZAÇÕES DOS CTA
Parece-nos, portanto, que este é o momento para se procurar
dar consistência a uma resposta pan-europeia das organizações dos
Controladores de Tráfego Aéreo. E isto porque, face ao avanço do poder
regulador e legislativo europeu, dentro em breve, muito pouca margem
restará no que toca à capacidade de negociação colectiva nacional, já
p.4
on a flight is: “due to air traffic control” … It’s the so called “perfect
crime” because it always safeguards all other participants in the process, starting with the airlines themselves, and does not allow the target
to defend himself.
A PORTUGUESE VIEW
For many years the Portuguese controllers, through their organizations (SINCTA and APCTA) have been following closely the entire process
of the Single European Sky, with constant interventions in international
bodies, particularly in ATCEUC and, through it, in various working groups
within Europe. We do not isolate ourselves and we remain more and more
committed on the European side, recognizing the existence of forces of
change and trying to adapt our response accordingly. And it is precisely
because we are aware of the current situation that our vision of the future is the one reflected in the ideas expressed ahead.
Likewise, internally, we have been able to maintain a valuable social
dialogue with our partners, which has enabled us to find solutions to
issues that, by being dragged could jeopardize our future and of those
who still are not in this career.
A PAN-EUROPEAN RESPONSE OF ATCOs ORGANISATIONS
We believe, therefore, that this is the moment to try to give consistency to a pan-European response of air traffic controllers’ organizations. We believe it because, given the progress of the European
legislative and regulatory power, soon, very little room will be left over
for national collective bargaining power, since much of the pressure on
workers will rise in the corridors of European power. But to achieve this,
it is essential a wider awareness of the new reality that is emerging and
the establishment of a platform of basic principles that all European air
traffic controllers can defend in unison. Are we up to this challenge or
will we continue essentially concerned with our domestic disputes?
que grande parte da pressão sobre os trabalhadores terá origem nos
corredores do poder europeu. Mas para alcançar tal objectivo, é fundamental uma percepção mais generalizada da nova realidade que está
a surgir e o estabelecimento de uma plataforma de princípios base que
todos os Controladores de Tráfego Aéreo europeus possam defender em
uníssono. Estaremos nós à altura deste desafio ou continuaremos essencialmente preocupados com as nossas querelas domésticas ?
É preciso, igualmente, fazer os ANSPs e os governos perceber – não
deixa de ser um mau sinal a recente nomeação do Presidente da AENA
para o Comité Executivo da CANSO, após o ataque que desferiu contra os
nossos colegas espanhóis – que se não contarem com os CTA europeus
na construção de uma nova estrutura de gestão de tráfego aéreo na
Europa – num verdadeiro contexto de diálogo social e não apenas num
exercício de retórica institucional que já começa a espreitar - contarão
certamente com uma oposição feroz e incansável da nossa parte. Afinal,
e até que entrem ao serviço as maravilhas tecnológicas que se anunciam – e que nos virão substituir, dizem – continuam a ser os milhares
de Controladores de Tráfego Aéreo europeus que vão garantindo, muitas
vezes em condições difíceis, a segurança dos milhões de cidadãos que
diariamente utilizam o transporte aéreo neste continente.
It is also necessary to make the ANSPs – it is a bad sign the recent
appointment of the President of AENA to CANSO’s Executive Committee,
after the attack that he made against our Spanish colleagues - and the
Governments realize that if they do not count on the Europeans ATCOs in
the construction of a new structure of air traffic management in Europe
– in a real context of social dialogue and not only in a rhetorical institutional exercise that already begins to appear – they will surely have a
fierce and tireless opposition from us. After all, and until the announced
technological wonders begin to work – which will replace us, so they say
– it is the thousands of European air traffic controllers that ensure, often in difficult conditions, the safety of millions of citizens who daily use
the air transport in this continent.
DIÁLOGO SOCIAL NO SECTOR DA AVIAÇÃO CIVIL NA UE
SOCIAL DIALOGUE IN THE FIELD
OF CIVIL AVIATION IN THE EU
.
.
(fonte: Comissão Europeia – Emprego e Assuntos Sociais)
O Diálogo Social Sectorial na Europa sofreu um enorme impulso a partir de 1998,
altura em que foi decidida a criação de Comités Sectoriais, por áreas de actividade, juntando à mesma mesa os representantes de empregadores e trabalhadores, com igual representatividade. Neste nível, a representação de ambas as
partes é assegurada por organizações de âmbito internacional/supra-nacional,
que deverão reflectir nas discussões o posicionamento global das diversas organizações nacionais nelas filiadas ou a elas associadas.
No âmbito da Aviação Civil, foi inicialmente constituído (1990) um designado “comité conjunto”, que deu lugar, em 2000, a um Comité de Diálogo Social
Sectorial. Actualmente, dele fazem parte, do lado dos empregadores, o ACI
(Airports Council International), a AEA (Association of European Airlines), a
CANSO (Civil Air Navigation Services Organisation), a ERA (European Regional
Airlines Association), a IACA (International Air Carriers Association) e a IAHA
(International Aviation Handlers Association). A representação dos trabalhadores neste comité é assegurada pela ECA (European Cockpit Association), a
ETF (European Transport Workers Association) e, na área ATM, pelo ATCEUC (Air
Traffic Controllers European Union Coordination).
A presença do ATCEUC nesta estrutura foi, durante muito tempo, fonte de fricção
entre este e a ETF, tendo sido possível, em 2009, chegar a um acordo de partilha
de representatividade, tendo ambas as organizações reconhecido a outra como
parceiro social na área ATM. Este acordo, para o qual o SINCTA muito colaborou
- tendo servido ao longo dos anos como ponto de contacto entre as duas organizações - permitiu ao ATCEUC estar efectivamente envolvido nas estruturas
de diálogo social que moldarão o futuro da indústria, no quadro do Céu Único
Europeu. Deste modo, está assegurada a presença directa da organização que
representa a grande maioria dos Controladores de Tráfego Aéreo na Europa.
(Source: European Commission
– Employment And Social Affairs)
The Social Sectorial Dialogue in Europe has suffered a huge boost from 1998,
time when it was decided the creation of Sectorial Committees, by areas of activity, bringing together representatives of employers and workers, with equal
representation. At this level, the representation of both sides is ensured by
international /supra-national organizations, which should reflect the overall
positioning of the various national organizations affiliated in them or related
to them.
In Civil aviation, it was initially formed (1990) a designated “Joint Committee”,
which gave place in 2000, to a sectorial social dialogue Committee. Currently,
the employers ‘ side is formed by the ACI (Airports Council International),
the EEA (Association of European Airlines), the CANSO (Civil Air Navigation
Services Organization), the era (European Regional Airlines Association), the
IACA (International Air Carriers Association) and IAHA (International Aviation
Handlers Association). The representation of employees in this Committee is
to be ensured by the ECA (European Cockpit Association), the ETF (European
Transport Workers Association) and, in the ATM field, by ATCEUC (Air Traffic
Controllers European Union Coordination).
The presence of ATCEUC in this structure was, for a long time, a source of friction
between it and the ETF, having been possible, in 2009, to reach an agreement to
share representativeness, having both organizations recognized the other as a
social partner in the ATM field. This agreement – to which SINCTA has put a lot of
effort into, having served over the years as a contact point between the two organizations – allowed ATCEUC to be actually involved in the structures of social
dialogue that will shape the future of the industry, within the framework of the
single European sky. Thus, it is assured the direct presence of the organization
which represents the vast majority of air traffic controllers in Europe.
p.5
INTERNACIONAL
por/by Nuno Simões
Europa
uma viagem através dos Sindicatos
Europeus de Controladores Aéreos
A journey through the European Unions of Air Traffic Controllers
A poucos dias de mais uma reunião do ATCEUC - Air Traffic Controllers
European Unions Coordination , que representa mais de 25 organizações
sindicais de controladores de tráfego aéreo e 13000 controladores na
Europa, vale a pena olhar para a actual situação do espaço europeu e
atentar no que está a mudar. Assim, e pegando nos vários relatórios que
vão sendo apresentados pelos diversos sindicatos, fica-se com uma
imagem clara dos problemas, realidades e soluções que colegas nossos
enfrentam no seu dia a dia.
Deste modo, tomando conhecimento destas realidades, podemos não só preparar o futuro mas também concertar posições a nível
Europeu. As próximas páginas são portanto uma partilha dessa informação e a imagem dum sector que está em rápida mutação.
A few days away of another ATCEUC-Air Traffic Controllers European
Unions Coordination meeting, organization that represents more than
25 unions of air traffic controllers and 13000 controllers in Europe, it
is worth looking at the current situation in Europe and pay attention to
what is changing. Thus, and taking into account the various reports that
are being presented by the various unions, one has a clear picture of the
problems, realities and solutions that our colleagues face every day.
Then, taking notice of these realities, we can not only prepare the
future but also coordinate positions at a European level. The following
pages are therefore a sharing of this information and the image of a
sector that is changing fast.
GEWERKSCHAFT DER
A Alemanha registou uma queda de tráFLUGSICHERUNG
fego no ano de 2009 de cerca de 7,3%. Apesar
Germany recorded a drop of traffic of about 7.3% in the year 2009.
Although the year of 2010 shows some signs of recovery, in April, the volcano’s month, those numbers hit again the redline showing a decrease of
traffic in the order of 15% on the same month.
In a project level, Frankfurt will count with a new control tower
because of the construction of a new runway. The installation of the
equipments is in progress and it is expected to be ready to be use in June
2011. Also in Berlin there are ongoing expansion works of the current
de 2010 mostrar alguns sinais de recuperação, o mês de Abril, o do vulcão, atirou novamente os números para o vermelho apresentando uma
diminuição de tráfego na ordem dos 15% relativa ao mês homólogo.
Ao nível de projectos, Frankfurt passará a contar com uma nova
torre de controlo em virtude da construção de uma nova pista. Decorre
neste momento a instalação dos equipamentos e prevê-se a sua uti-
p.6
lização em Junho de 2011. Também em Berlim estão a decorrer obras
de ampliação do actual aeroporto de Berlin- Schönefeld que passará a
Berlin-Brandenburg International (BBI). A nova torre estará em funcionamento no segundo trimestre de 2012.
Desde 2008 que a DFS tem vindo a aumentar significativamente o
número de ab-initios. O objectivo de 140 novos controladores por ano
até 2015 é a meta, o que acrescentará aproximadamente 650 novos
controladores ao actual plantel. O número de estrangeiros trabalhando
na DFS representa agora cerca de 3,9% do total, o que significa um aumento de 0,8%. Isto deve-se sobretudo à contratação de controladores
externos e formadores. Neste momento, trabalham na DFS cerca de 218
não-Alemães de 46 diferentes nacionalidades, sobretudo dos EUA e
Reino Unido, seguido pela Áustria e Itália.
Berlin-Schönefeld airport which will become the Berlin-Brandenburg
International (BBI). The new Tower will be operational in the second
quarter of 2012.
Since 2008, DFS has been increasing significantly the number of abinitios. The goal is to have 140 new controllers per year until 2015, which
will add approximately 650 new controllers to the current staff.
The number of foreigners working in DFS represents now about 3.9%
of the total, which means an increase of 0.8%. This is mainly due to the
hiring of external controllers and trainers. Currently, there are about 218
non-Germans from 46 different nationalities working in DFS, especially
from the USA and UK, followed by Austria and Italy.
DANISH AIR TRAFFIC
Nos últimos três meses, a Dinamarca
CONTROLLERS
assistiu a um aumento de tráfego na ordem
ASSOCIATION
dos 10%. Mesmo assim, os prejuízos causados
Over the past three months, Denmark has seen an increase of traffic
in the order of 10%. Even so, the damage caused by the volcano during
the months of April and May has cost NAVIAIR around two million euros.
After a period of time in which the famous “Green Arrivals” were
available in flights to Copenhagen, they went back to the previous
procedure and now only the “Green Departures” are available. It was
concluded that these are more economic and the total amount of fuel
saved is higher than that of “Green Arrivals”, also, operationally it was
extremely difficult for the APP. There are still some difficulties in recruiting instructors to the Swedish Academy, ATC Entry Point North1 being the
distance the main reason for this.
The NUAC2 is already underway and NAVIAIR and LFV expect savings
of around 13 million euros/year. In what it concerns carbon emissions, it
is expected a reduction of emissions of 52000 tones of CO2 per year.
Due to the surplus of TWR/APP controllers, the company has been
assigning leaves without pay, which have been taken by many for small
periods.
pelo vulcão durante os meses de Abril e Maio custaram à NAVIAIR cerca
de dois milhões de euros.
Depois de um período em que estiveram disponíveis as famosas “Green Arrivals” aos voos com destino a Copenhaga, voltou-se ao
procedimento anterior e só estão disponíveis as “Green Departures”.
Chegou-se à conclusão que estas são mais económicas e o total de
combustível poupado é superior ao das “Green Arrivals”, além que em
termos operacionais era extremamente mais difícil para o APP. Ainda
existem problemas em recrutar instrutores para a Academia Sueca ATC,
Entry Point North 1, sendo a distância o principal factor para esta dificuldade.
O NUAC 2 está já em andamento e a NAVIAIR e a LFV esperam poupanças na ordem dos 13 milhões de euros/ano. No que diz respeito a
emissões, os números rondarão uma redução de emissões de 52000 toneladas de CO2/ano. Devido ao excedente número de controladores de
TWR / APP, a empresa tem vindo a atribuir licenças sem vencimento, o
que tem sido aproveitado por muitos por pequenos períodos.
O tráfego nos dois ACC’s de Genebra e Zurique
aumentou cerca de 3,3% em relação ao ano anterior. Todavia a SKYGUIDE continua numa situação financeira difícil motivada pela diminuição de tráfego no último ano e meio e pela
forte valorização do franco suíço face ao euro. Medidas têm sido
tomadas para diminuir as despesas tais como o congelamento de
alguns projectos e a não contratação de novo pessoal (a contratação de novos controladores continua no entanto a “full speed”).
Em Novembro a SKYGUIDE anunciará o resultado do estudo feito em
colaboração com a França e a Alemanha para a criação dum ACC multinacional no quadro do FABEC. Este ACC poderia estar provavelmente localizado em território suíço e operacional lá para 2020. O regulador Suíço
está a trabalhar no regulamento do futuro AVRE (Ambient Voice Recording
Equipment). No passado, a SwissATCA opôs-se a este sistema por não
estar perfeitamente definido quem teria acesso a estas gravações.
Um novo esquema desenvolvido pela SKYGUIDE para receber
compensação financeira do governo em matéria de formação de
controladores, consiste na apresentação duma tese num assunto devidamente fundamentado antes de obter a licença. Dessa forma o curso
de controlador teria uma equivalência a um grau académico.
SWISS ATCA
Traffic in the two ACC’s of Geneva and Zürich increased about 3.3%
compared with the previous year. However the SKYGUIDE continues in a
difficult financial situation motivated by the decrease of traffic in the
past year and a half and the increase of value of the Swiss franc against
the euro. Some measures have been taken to reduce expenditure such as
the freezing of some projects and not hiring new staff (the hiring of new
controllers continues, however, at “full speed”).
In November the SKYGUIDE will announce the outcome of the study
done in collaboration with France and Germany for the creation of a
multinational ACC within the FABEC. This ACC could be probably located
in Swiss territory and will be operational around 2020. The Swiss regulator is working on the regulation of the future AVRE (Ambient Voice
Recording Equipment). In the past, the SwissATCA objected to this system because it is not clear who would have access to these recordings.
A new scheme developed by SKYGUIDE to receive a financial compensation from the Government for the training of controllers consists
is the presentation of a thesis on a subject duly substantiated before
obtaining the license. This way the controller’s course would have the
equivalence to an academic degree.
p.7
TRADE UNION EUROCONTROL
MAASTRICHT
Maastricht viu uma redução
de 21000 voos durante o período
das cinzas vulcânicas. Mesmo assim os números de 2010 são animadores e apontam para uma recuperação do tráfego. O dia com mais tráfego de 2010 foi o dia 2 de Julho, com 4842 voos.
O projecto “Vienna Calling” foi lançado nos finais de Junho e mais
não é do que disponibilizar controladores de Maastricht por um período
de dois anos e meio para cobrir posições operacionais no ACC Viena, enquanto o AUSTROCONTROL treina os seus controladores num novo sistema. Estes controladores receberão o seu salário normal do Eurocontrol e
asseguram as restantes garantias. Terão também o seu lugar garantido
quando regressarem ao MUAC. Onze elementos foram já seleccionados e
partiram no início de Setembro.
Um controlo rigoroso dos custos tem levado a algumas medidas
frustrantes: o não pagamento de horas extra, havendo apenas compensação por folgas; a tentativa de diminuição das dotações durante os
períodos nocturnos para optimização durante os períodos diurnos; e a
recusa de projectos e de programas de formação.
Na última assembleia geral, o TUEM foi mandatado por 92% dos votos para convocar uma greve caso a sua condição de controladores seja
posta em causa tanto a nível internacional (FABEC) ou local.
Maastricht faced a reduction of 21000 flights during the period of
the volcanic ash. Yet the 2010 numbers are encouraging and suggest a
recovery in traffic. The day with more traffic in 2010 was the 2nd of July,
with 4842 flights.
The project “Vienna Calling” was released in late June and merely
makes Maastricht controllers available for a period of two and a half
years to cover operational positions in Vienna, while ACC AUSTROCONTROL
trains its controllers in a new system. These controllers will receive
their normal wages of EUROCONTROL and secure the remaining guarantees. They will also have their place guaranteed when they return
to MUAC. Eleven elements were already selected and departed in early
September.
A strict monitoring of costs has led to some frustrating measures:
non-payment of overtime and compensation only of day offs; attempting to decrease subsidies during the night periods for optimization of
the day periods; and the refusal of projects and training programs.
In the last General Assembly, TUEM asked for a ballot on Industrial
Actions in case of threats on our conditions of employments, either at
International level (EU-FABEC) or locally. The return was an impressive
92% in favour of actions.
NORWEGIAN AIR TRAFFIC
AVINOR, o prestador Norueguês,
CONTROLLERS ASSOCIATION estabeleceu um período de um ano
AVINOR, the Norwegian provider established a period of one year
for Radar Displays in one of the AFIS units, including flight information
service based on radar information. In the opinion of NATCA, there are at
least five AFIS units that should change to Airfield Control, because that
is not the right way to follow. The regulator has said that the AFIS radar
project will continue whether NATCA wants it or not.
The training of new controllers is now carried out at the University of
North Dakota. The last elements graduated in EPN (Entry Point north in
Malmö) will return in October. It is still too early to draw conclusions on
the quality of the courses taught in the United States versus those of the
EPN. NATCA already suggested to AVINOR a thorough evaluation of the
existing training processes.
para testes de imagem radar (Radar Display) numa das unidades AFIS,
incluindo informação de voo baseada em informação radar. Na opinião
da NATCA existem actualmente pelo menos cinco unidades AFIS que deveriam passar a Controle de Aeródromo, não sendo este o caminho certo. O regulador já afirmou que o projecto de AFIS radar avançará quer a
NATCA queira ou não!
A formação de novos controladores é agora feita na Universidade
do Norte Dakota. Os últimos elementos formados no EPN (Entry Point
North em Malmö) regressarão em Outubro. Ainda é portanto cedo para
tirar conclusões quanto à qualidade dos cursos ministrados nos Estados
Unidos versus os do EPN. NATCA já sugeriu à AVINOR uma avaliação
exaustiva dos actuais processos de formação.
BELGIAN GUILD OF AIR
TRAFFIC CONTROLLERS
Desde o final do ano passado que
o novo sistema da THALLES (EUROCATE) está operacional na nova sala de controlo (CANAC-2). A principal
alteração é o facto de não contemplar a posição de apoio. Assim, o executivo tem a seu cargo, também, as funções do apoio que não estão automatizadas. Escusado será dizer que a carga de trabalho é agora maior
e já conduziu a algumas situações “mais delicadas”. Por este motivo e
pelas diversas ocorrências reportadas as capacidades continuam reduzidas em 5%.
p.8
Since the end of last year that the new system of THALLES (EUROCAT-E)
is operational in the new ops room (CANAC-2). The main change is that
it does not contemplate the assistant controller position. Thus, the
Executive shall be responsible, also, for the supporting functions of the
assistant that are not automated. Needless it is to say that the workload is now bigger and has already led to some more delicate “situations”. For this reason and because of the several situations reported
the capacities are still reduced by 5%.
The economic crisis, the decrease of traffic, the possible bankruptcy
of BELGOCONTROL and the constant extra workload resulted in the rationalization of ATC staff. Controllers have accepted a reduction in the
staff levels in order to have some time off. However, even working with
fewer elements, the overtime remains dramatic as before.
In July, the management initiated a trial period to work with (yet)
fewer controllers per team, imposing limits of capacity by “economic”
reasons. Thousands of hours of delay were generated as a result of these
measures. In addition to a reduction in manpower, for the fifth consecutive year BELGOCONTROL continues without making admissions. Also the
company had to resort twice to bank credit to fulfill its obligations (especially wages). But this credit line will end in January and, if nothing
changes, salaries may be at risk.
The Belgian Government undertook an audit of the company in order
to get a clear picture of BELGOCONTROL’s reality
of to prepare it for the future FABEC. The findings
could not be clearer: there is absence of a human
resources structure, an obsolete financing method and lack of strategic vision.
A crise económica, a redução de tráfego, a possível falência da companhia BELGOCONTROL e o constante volume de trabalho extra resultou
na racionalização das dotações. Os controladores aceitaram uma diminuição das dotações para dessa forma poderem ter algum tempo de
folga. Contudo, mesmo trabalhando com menos elementos, o volume de
trabalho extra continua dramático. Em Julho, a administração iniciou
um período de teste para trabalhar com (ainda) menos controladores
por equipa, impondo limites de capacidade por “motivos económicos”.
Milhares de horas de atraso foram geradas como consequência destas
medidas. Além duma redução das dotações, pelo quinto ano consecutivo a BELGOCONTROL continua sem fazer admissões. Também por duas
vezes a companhia teve de recorrer a crédito bancário para satisfazer
as suas obrigações ( sobretudo salários ). Mas esta linha de crédito
terminará em Janeiro e,se nada mudar, os salários
poderão estar em risco.
O Governo Belga executou uma auditoria à
companhia de forma a ter uma imagem clara da
realidade da BELGOCONTROL e prepará-la para
o futuro FABEC. As conclusões não poderiam ser
mais claras: falta de uma estrutura de recursos
humanos, método de financiamento obsoleto e
falta de visão estratégica.
NETHERLANDS GUILD OF AIR
Desde de
TRAFFIC CONTROLLERS
Abril, todos os
Since April, all Dutch operatives have three
more days of “stress” per year, which makes a
total of 5 days. This developed from the new CA
operacionais holandeses recebem mais três dias
38th Air Traffic Controllers
signed in early April. The most important asde “stress” por ano, o que totaliza 5 dias. Isto deEuropean Unions
corre do novo AE assinado no início de Abril. O aspect, however, is the age limit. For operatives,
Coordination Meeting
pecto mais importante, contudo, é o do limite de
the limit varies from 55 to 58 years (respectiveidade. Para os operacionais, o limite varia entre os
ly, those hired before and after 2005), but the
Venice, 8 - 9 October 2010
55 e os 58 anos ( respectivamente, os contratados
Dutch Government decided in 2007, to decrease
antes e depois de 2005), mas o Governo Holandês
spending, to force companies, with early retiredecidiu em 2007, para diminuir a despesa, forçar
ment schemes, to increase the retirement age to
as empresas com esquemas de reformas anteci65 years. The Dutch provider LVNL, had to comply
padas a aumentar a idade da reforma para os 65
with this decision and was penalized in taxes on a
anos. O prestador Holandês LVNL, viu-se na obrigação de cumprir com
value that increased in 52% the wages paid during the years of attendesta decisão e foi penalizado em impostos num valor que fez disparar
ance exempt. In addition, and already this year, the Government decidem cerca de 52% os salários pagos durante os anos de dispensa de assied to increase the age for calculation of the maximum pension (16,250
duidade. Além disso, e já este ano, o governo decidiu aumentar a idade
Euros) from the current 65 to 67 years. This decision will further worsen
para cálculo da pensão máxima (16.250 euros) dos actuais 65 para os
the situation and will lead to a loss of remuneration of the controllers
67 anos. Esta decisão agravará ainda mais a actual situação e levará a
that are already retired. The LVNL is studying the creation of a possible
perca de remuneração dos controladores já reformados. A LVNL está a
“post-operative” career to avoid penalties, however the NGATC reported
estudar a criação duma possível carreira “pós-operacional” para evitar
that will not give in on the current age limits.
as penalizações , contudo o NGATC informou que não abrirá mão dos acWith the reduction of traffic, the LVNL saw a decrease in their revtuais limites de idade.
enues. Without any financial support, the crisis would have increased
Com a redução de tráfego, a LVNL viu diminuir as suas receitas.
costs by 19%. After negotiations with the Government, it was agreed a
Sem qualquer apoio financeiro, a crise teria feito disparar os custos em
loan to cover the differences concerning last year revenues and costs,
cerca de 19% . Após negociações com o governo, foi acordado um emwith the compromise of maintaining at the same level the unit rate for
préstimo para cobrir as diferenças relativas às receitas e aos custos do
the next 5 years. However, the provider has reduced the current number
ano transacto, com o compromisso da taxa de rota se manter ao mesmo
of employees by around 100 people, and the Government ordered a renível pelos próximos 5 anos. Entretanto, o prestador reduziu em cerca de
duction of 30 more. So far the controllers were not affected by these
100 pessoas o actual número de funcionários, e o governo ordenou uma
measures, but a small group working on “Flight Service Centre” may be
redução de mais 30. Até agora os controladores não foram atingidos por
dismissed.
estas medidas, mas um pequeno grupo que trabalha no “Flight Service
1
Entry Point North is a EU cer�fied ATS (Air Traffic Service) Training Academy for
Centre” pode ser dispensado.
aspiring and opera�onal Air Traffic Controllers owned by LFV (Sweden), Naviair
th
th
• •••• ••• ••• • • ••• ••••••• • •• • ••• •• • •• • ••• • • •• •• •••• •
.
.
2
(Denmark) and Avinor (Norway)
NUAC - Nordic Upper Area Control Centre Project
p.9
INTERNACIONAL
por/by Carlos Valdrez
EASA,
o novo parceiro ATM
the new ATM partner
Durante os últimos anos temos vindo a assistir a diversas alterações
da regulamentação europeia no âmbito da aviação civil. Uma boa parte
destes desenvolvimentos tem como origem a Agência Europeia para a
Segurança da Aviação (EASA) que após a sua criação pelo Regulamento
(CE) N.º 1592/20021 viu alargadas as suas competências iniciais nas
áreas da aeronavegabilidade e protecção ambiental à certificação
de pilotos, operações aéreas e operações de terceiros países pelo
Regulamento (CE) N.º 216/20082 e aos aeródromos, Gestão de Tráfego
Aéreo (ATM) e Serviços de Navegação Aérea (ANS) pelo Regulamento
(CE) N.º 1108/2009 (RB - Regulamento Base)3. A APCTA (Associação
Portuguesa de Controladores de Tráfego Aéreo) e o SINCTA (Sindicato
dos Controladores de Tráfego Aéreo) têm seguido estes e outros acontecimentos (como os graves eventos ocorridos na Espanha e na França)
através do acompanhamento dos diversos dossiers europeus e particularmente através das suas representações na IFATCA (International
Federation of Air Traffic Controllers Associations) e no ATCEUC (Air
Traffic Controllers European Union’s Coordination).
Há um ano, a EASA mandatada pela Comissão Europeia (CE), criou
três grupos de trabalho (ATM.0014, ATM.0035 e ATM.0046) com o objectivo de estabelecer os requisitos para os ANSP’s (Air Navigation Service Providers), para o licenciamento de Controladores de Tráfego Aéreo
(CTA) e para as Autoridades Competentes (AC). Foi baseada no trabalho desenvolvido por estes grupos que a EASA publicou os Pareceres7 e
os Projectos de Regulamento8 durante o último mês de Maio. A pressão
que provocou esta antecipação de resultados surge com a proposta da
CE para realizar a tarefa em duas fases distintas. Numa primeira fase
através de um procedimento acelerado (fast track) onde a Directiva
2006/23/CE9 é transposta com um conjunto mínimo de alterações técnicas. E na segunda fase é elaborada a regulamentação dos Requisitos
Essenciais (RE) do RB.
p.10
During the last years we’ve noticed several changes and amendments
to the European legislation in the field of civil aviation. Some of those
developments are due to the European Aviation Safety Agency (EASA)
which after its establishment by the Regulation (EC) N.º 1592/20021 enlarged its areas of responsibility from airworthiness and environmental protection to pilots, air operations and operations of third countries by Regulation (EC) N.º 216/20082 and finally to aerodromes and
ATM/ANS by Regulation N.º 1108/2009 (BR – Basic Regulation)3. APCTA
(Portuguese Air Traffic Controllers Association) and SINCTA (Air Traffic
Controllers Union) have been following these and other sources of interest (like the events in Spain and France) through the European dossiers,
particularly by its representations in IFATCA (International Federation of
Air Traffic Controllers Associations) and ATCEUC (Air Traffic Controllers
European Union’s Coordination).
A year ago EASA, mandated by the European Commission (EC), has
created three working groups (ATM.0014, ATM.0035 and ATM.0046) with
the aim of establishing the requirements for ANSP’s (Air Navigation
Service Providers), for the licensing of Air Traffic Controllers (ATCO) and
for the Competent Authorities (CA). It was based on the work developed by these groups that EASA published the Opinions7 and the Draft
Regulations8 during the last month of May. The pressure that caused this
anticipation of results, happens with the proposal of the EC to complete
the task in two distinct phases. In the first phase the Directive 2006/23/
EC9 is transposed with a minimum set of technical updates through an
accelerated procedure (fast track). And leaving for the second step the
regulation of the Essential Requirements (ER ‘s) of the BR.
We are therefore facing a regulatory revolution which will begin to
affect us later this year but whose greatest impact should come “only”
in 2012. The first Regulation for licensing (ATCO IR) can, however, imply
Estamos perante uma revolução regulamentar que nos começará a
atingir ainda este ano mas cujo maior impacto deverá chegar “apenas”
em 2012. O primeiro Regulamento para o Licenciamento (RLCTA) pode
implicar ajustamentos donde se sublinham os seguintes.
• Para as Organizações de Formação (OF):
• o estabelecimento de um completo sistema de gestão; e
• a adaptação da Formação Inicial (FI) ao “Eurocontrol Specification for the ATCO Common Core Content for Initial Training”.
• Para as AC’s:
• a inclusão dos averbamentos linguísticos na licença de instruendo; e
• a notificação da EASA e da CE da existência de averbamentos
de qualificação nacionais e de limites de idade para o exercício
dos privilégios dos averbamentos de órgão.
É ainda necessário sublinhar a existência de uma larga discussão
em torno do licenciamento dos controladores militares. Actualmente o
RB não permite a extensão do âmbito do RLCTA directamente ao pessoal
e organizações militares envolvidos na ATM/ANS. No entanto, os Estados Membros (EM) devem assegurar que os serviços prestados ou disponibilizados pelos militares ao público oferecem pelo menos um nível
de segurança equivalente e podem para isso aplicar o RLCTA. Mas isto
não pode significar que os militares possam deter os mesmos privilégios
enquanto não cumprirem todos os requisitos. Até porque este tipo de
orientação contrariaria o fim dos poderes discricionários pois permitiria
a cada EM aplicar aos militares a parcela que interessasse do RLCTA.
Na segunda fase as alterações serão em todas as áreas. Todas as
situações previstas nos RE serão regulamentadas e as disposições transitórias terão o seu fim, assim como os poderes discricionários dos EM.
Podemos nomear uma série de temas chave para a segunda fase analisemos por isso as questões capitais.
some adjustments from which we highlight the following.
• For Training Organizations (TO):
• the establishment of a management system; and
• the adjustment of the Initial Training (IT) to the “Eurocontrol
Specification for the ATCO Common Core Content for Initial
Training”.
• For CA's:
• the inclusion of the linguistic endorsements in the student license; and
• the EASA and the EC’s notification of the existence of national
qualification endorsements and of age limits on the exercise of
privileges of unit endorsements;
The licensing of military air traffic controllers was also extensively
discussed. At this moment the scope of the BR does not allow for extending the scope of the ATCO IR directly to ATM/ANS personnel and organisations that are provided or made available by the military. Instead,
and fully in line with the provisions of the Basic Regulation, Member
States shall ensure that services provided or made available by military
personnel to the public offer at least the equivalent level of safety. To
achieve this objective they may apply the Regulation. But this cannot
mean that they should have the same privileges without complying with
all the requirements because it would meant that MS still had some discretionary powers.
The second phase will bring changes of detail in all areas. All the situations specified in ER’s will be regulated and the transitional arrangements will have their end, as well as the discretionary powers of the MS.
It may be appointed a number of key themes for the second stage, so let
us look at the main issues.
p.11
O limite de idade operacional é uma das peças fundamentais deste puzzle principalmente por existir uma enorme disparidade em toda
a legislação da UE (União Europeia). Apesar deste tema se encontrar
nas disposições transitórias, que terminarão com a respectiva regulamentação, já foi realizada uma breve análise à questão. Foram sublinhadas a falta de harmonização ao nível da UE, a ausência de provas
médicas que introduzam um limite comum e a possibilidade de algumas
posições de trabalho com elevada complexidade poderem criar certas
dificuldades. Consideraram-se pois algumas opções para a resolução
desta situação:
• a possibilidade de os ANSP’s definirem um limite para o exercício
dos privilégios da licença baseado na complexidade do sistema e do
tráfego, nos factores humanos como o stress e o trabalho por turnos
e em outros critérios de avaliação do risco;
• a inexistência de outras disposições além da certificação médica e
da Avaliação de Competências;
• o estabelecimento de limite de idade comum (actualmente sem
justificação médica); e
• a incapacidade em justificar a limitação de idade no licenciamento
(não considerado como factor relativo à segurança).
The operational age limit is one of the fundamental pieces of this
puzzle mainly because there is a huge disparity of legislation across the
EU (European Union). Although this theme is in the transitional provisions, which will end with their regulations in the second phase, it has
already been held a brief analysis of the issue. It was highlighted the
lack of harmonization at EU level, the absence of medical evidence
which could introduce a common limit and the possibility of some working positions with high complexity being able to create difficulties for
ATCO’s at the end of their career. It has been considered a few options to
resolve this situation:
• the possibility of ANSP's defining a limit for exercising the privileges
of the license based on the complexity of the system and traffic, in
human factors such as stress and shift work and in other risk assessment criteria;
• the absence of other provisions beyond the medical certification
and the Competence Assessment;
• the establishment of a common age limit (currently without medical
justification); and
• the inability to justify the limitation of age in licensing (not considered as a factor in what it concerns safety).
A Formação e Avaliação de Competências são mais dois pontos centrais nesta regulamentação devido à inexistência ou diferente legislação nacional em toda a UE e à sua importância na nossa profissão. Toda
a Formação terá de ser regulamentada sendo necessário estabelecer
requisitos, conteúdo e duração dos cursos. Serão determinados critérios
para aprovação dos Planos de Formação Inicial, de Formação Operacional no Órgão de Controlo e de Competência do Órgão de Controlo. Além
disso, também será elaborado um quadro de requisitos para certificar
qualquer tipo de formadores ou avaliadores (teoria, simulador e operacional) que deverá incluir as condições de manutenção e validade e
Training and Competence Assessment are two central points of this
regulation due to the absence or different national legislation across
the EU and to its importance in our profession. All training must be regulated being necessary to establish requirements, content and duration
of the study courses. Certain criteria for the approval of Initial Training
Plans, Unit Training Plans and Unit Competence Schemes will be determined. In addition it will also be drawn up a framework of requirements
to certify any kind of Instructors or Assessors (theory, simulator and
operational) which must contain the conditions of maintenance and
validity, training and required experience. Concerning the Competence
p.12
a formação e a experiência necessárias. Quanto à Avaliação de Competências podem ser destacadas as condições para manter a competência
e o conteúdo e forma da avaliação.
Os elevados custos da saída de CTA’s do meio operacional para a
instrução na FI, tem tido um peso preponderante nas decisões a que temos assistido por toda a Europa. Na Espanha já existem universidades
privadas em parceria com escolas de formação, como a britânica ASTAC
(certificada pela CAA – UK Civil Aviation Authority), com a capacidade
de fornecer FI (a um custo aproximado de 45 000 Euros). A SENASA (Servicios y Estudios para la Navegación Aérea y la Seguridad Aeronáutica),
anteriormente responsável pela formação dos controladores espanhóis
para a AENA (Aeropuertos Espanoles y Navegación Aérea), está numa
fase de transição, passando a vender a FI depois de esvaziada dos seus
anteriores instrutores para os órgãos de origem. Enquanto na Alemanha,
a DFS (Deutsche Flugsicherung) contratou formadores estrangeiros, depois de fazer regressar à operação os seus anteriores instrutores da FI já
a Áustria e a Eslováquia utilizam formadores sem a licença válida.
Mas não é só, os Factores Humanos também vão ser regulamentados. A garra da EASA vai alcançar os períodos de descanso e as escalas.
A normalização e os interesses económicos parecem querer interpor-se
à segurança e apesar de estudos científicos poderem afirmar que os
descansos devem ter determinada duração, o Projecto de Regulamento
pode contornar essa recomendação. Isto só nos dá mais uma indicação
de que estamos num período de elevada relevância para o nosso futuro
e que devemos estar mais atentos do que nunca na defesa dos nossos
interesses. CTA´s e ANSP’s devem unir esforços e representar um papel
activo na recolha e partilha de informações, na participação das discussões e na tomada de posições comuns no seio das instituições internacionais tentando fazer prevalecer as nossas convicções. As matérias
em causa são fundamentais e as regras do jogo escrevem-se em Bruxelas e em Colónia (sede da EASA). O que o futuro nos reserva ainda não é
certo mas uma linha de orientação forte e determinada é fundamental
na defesa da qualidade do nosso serviço e o nosso mote: a SEGURANÇA
dos Céus Europeus.
Assessment the conditions to maintain the competence and the content
and the form of assessment should be highlighted.
The high costs of the exit of ATCO’s from operational environment
to IT, has had a big weight in the decisions that we have seen across
Europe. In Spain there are private universities collaborating with training schools, such as the British ASTAC (certified by the CAA - UK Civil
Aviation Authority), with the ability to provide IT (at an approximate cost of 45 000 Euros). The SENASA (Servicios y Estudios para la
Navegación Aérea y la Seguridad Aeronáutica), previously responsible
for the training of Spanish controllers to AENA (Aeropuertos Espanoles
y Navegación Aérea), is in a transitional phase, selling IT after dismissing its previous instructors to the initial units. While in Germany, DFS
(Deutsche Flugsicherung) hired foreign instructors after getting back,
to the operational units, their previous instructors of IT already Austria
and Slovakia were using instructors without a valid license.
But that is not just it; Human Factors will also be regulated. The
claw of EASA will grasp resting periods and rostering. Standardization
and economic interests seem to stand in between safety and although
scientific studies can assert that rests must have a certain length, the
regulation draft can circumvent this recommendation. This only gives
us one more hint that we are in a period of high relevance for our future and we must be more vigilant than ever in defense of our interests.
ATCO’s and ANSP’s must join forces and play an active role in gathering
and sharing information, in participating in discussions and in making
common positions within international institutions trying to make our
convictions prevail. These subjects are fundamental and the rules of the
game are written in Brussels and Cologne (EASA headquarters). What the
future holds is still not certain but a strong and determined guideline is
crucial in defending the quality of our service and our motto: the SAFETY
of European Skies.
Notas:
Endnotes:
.
.
1
2
3
4
5
6
7
8
9
Regulamento (CE) N.º 1592/2002 do Parlamento Europeu e do Conselho de 15 de Julho de 2002 relativo a
regras comuns no domínio da aviação civil e que cria a Agência Europeia para a Segurança da Aviação
Regulamento (CE) N.º 216/2008 do Parlamento Europeu e do Conselho de 20 de Fevereiro de 2008 relativo a
regras comuns no domínio da aviação civil e que cria a Agência Europeia para a Segurança da Aviação, e que
revoga a Directiva 91/670/CEE do Conselho, o Regulamento (CE) N.º 1592/2002 e a Directiva 2004/36/CE
Regulamento (CE) N.º 1108/2009 do Parlamento Europeu e do Conselho de 21 de Outubro de
2009 que altera o Regulamento (EC) N.º 216/2008 no que se refere aos aeródromos, à gestão do
tráfego aéreo e aos serviços de navegação aérea, e que revoga a Directiva 2006/23/EC
http://easa.europa.eu/ws_prod/r/doc/TORs2/ToR%20ATM.001.pdf
http://easa.europa.eu/ws_prod/r/doc/TORs2/ToR%20ATM.003.pdf
http://easa.europa.eu/ws_prod/r/doc/TORs2/ToR%20ATM.004(a)%20%20ATM.004(b)%20-%20Issue%202.pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/Translations/2010/02/Opinion%2002-2010.pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/Translations/2010/03/Opinion%2003-2010.pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/Translations/2010/02/
Draft%20Regulation%20to%20Opinion%2002-2010%20(ANSP).pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/Translations/2010/02/Draft%20R
egulation%20to%20Opinion%2002-2010%20(safety%20oversight).pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/Translations/2010/03/
Draft%20Regulation%20to%20Opinion%2003-2010%20(ATCO).pd
Directiva 2006/23/CE do Parlamento Europeu e do Conselho de 5 de Abril de 2006
relativa à licença comunitária de controlador de tráfego aéreo
1
2
3
4
5
6
7
8
9
Regulation (EC) N.º 1592/2002 of the European Parliament and of the Council of 15 July 2002 on
common rules in the field of civil aviation and establishing a European Aviation Safety Agency
Regulation (EC) No 216/2008 of the European Parliament and of the Council 20 February 2008 on
common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and
repealing Directive 91/670/EEC, Council Regulation (EC) No 1592/2002 and Directive 2004/36/EC
Regulation (EC) No 1108/2009 of the European Parliament and of the Council of 21
October 2009 amending Regulation (EC) No 216/2008 in the field of aerodromes, air traffic
management and air navigation services and repealing Council Directive 06/23/EC
http://easa.europa.eu/ws_prod/r/doc/tors2/tor%20atm.001.pdf
http://easa.europa.eu/ws_prod/r/doc/tors2/tor%20atm.003.pdf
http://easa.europa.eu/ws_prod/r/doc/tors2/tor%20atm.004% 20% 20ATM. 004 (b)% 20-% 20Issue% 202 .pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/translations/2010/02/opinion%2002-2010.pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/translations/2010/03/opinion%2003-2010.pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/translations/2010/02/draft
%20regulation%20to%20opinion%2002-2010%20 (AN ANSP).pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/translations/2010/02/draft%20re
gulation%20to%20opinion%2002-2010%20 (safety% 20oversight).pdf
http://easa.europa.eu/ws_prod/r/doc/opinions/translations/2010/03/
draft%20regulation%20to%20opinion%2003-2010%20 (ATCO).pdf
Directive 2006/23/EC of the European Parliament and of the Council of 5
April 2006 on a Community air traffic controller licence
p.13
ECGC
Special edition
Welcome to
ECGC 2010
European Controllers Golf Championship
25 – 29 October 2010 | Vilamoura - Portugal
SPONSORS
p.14
Dear friends,
Dear Colleagues,
On behalf of the Portuguese Air Traffic
Controllers Association, it is with great
pleasure that we invite you to Vilamoura, for
the 2010 European Controllers Golf Championship
tournament.
These gatherings represent a wonderful opportunity to meet your fellow colleagues from all
around Europe and other parts of the world therefore creating new friendships and reencountering
old friends while practicing your favorite sport.
This year you will experience it at one of the best
courses of one of the most magnificent touristic
regions in Portugal.
We look forward to seeing you in Vilamoura.
It is with great pleasure that we welcome
you to Vilamoura European Controller’s
Golf Championship 2010.
The tournament is the result of many hours of
great effort and hard work conducted by a team
that has done its utmost to provide you with the
best that can be offered.
We know these events have an important regenerating effect in our daily lives so do not forget:
Only a few will go home with a trophy but, just
by participating, all can and should enjoy themselves to their utmost so that in the end we can
all jointly say it was worth it.
Good luck to you all and let us then... Tee Off!
Paulo Encarnação
Fernando Dutra
President APCTA
Tournament Chairman
PARTNERS
p.15
ECGC 2010 / Official Programme
Programa Oficial
DAY 1
19.00
20.00
22.00
DAY 2
Monday, October 25th
Arrival Day
Transfer from Faro Airport
Check.in Hotel Vila Galé Ampalius
Team Foto – ALTAIR Meeting Room
Welcome Drinks – ALTAIR Meeting Room – offered by Vila Galé Hotels
Music Lounge at Hotel Bar
Tuesday, October 26th
Transfer to Golf Courses
08.00 – 15.00 Training Day – Laguna and Victoria Golf Courses
Transfer to Hotel
20.00 Captains Meeting and Dinner – ALTAIR Meeting Room
20.00 Dinner at Hotel Vila Galé Ampalius – offered by Organization Committee
22.00 Music Lounge at Hotel Bar
DAY 3
Wednesday, October 27th
08.00 – 15.00 1st Day Competition – Laguna and Victoria Golf Courses
Transfer to Hotel
Free evening to dine and enjoy the local restaurants and bars
DAY 4
Thursday, October 28th
08.00 – 15.00 2nd Day Competition – Laguna and Victoria Golf Courses
Transfer to Hotel
19.00 “WIN A FLAG” Raffle at Vila Galé Lobby Bar
20.00 Special Dinner at Vilamoura Casino with Awards Ceremony,
followed by Casino Show
(Dress Code – Casual)
DAY 5
Friday, October 29th
Transfer to Faro Airport
Returning Day
p.17
ECGC
by Graeme Wilson
Before the Championship itself
came into being, the origins of
the tournament can be traced to a
contact made by Fred Le Noble of
Maastricht to Alasdair Murray at
London Centre in 1988. The result
of this was a competition held in
Holland between a team of 4 golfers
from London and 4 from Maastricht.
p.18
History of the
ECGC
The following year the competition again
took place between two teams of 4 golfers, this
time at various courses to the West of London.
In 1990 the tournament really got started
with the entry of Ireland. The game this year
was played at Fred’s course in Maastricht and
involved 2 Irish teams, 2 Maastricht teams and
one from London.
In 1991 the Maastricht players travelled
to Ireland to enjoy the hospitality of Eamonn
O’Malley and his colleagues, London were unable to attend.
The first of the big events took place in
1992 at Leytown in Ireland, again organised by
Eamonn with about 15 teams taking part. For
the first time there were teams from Scotland,
Northern Ireland, Scandinavia, Spain and
France.
In 1993 the tournament moved to Belleisle
in Ayr, Scotland. About 20 teams took part at
this event and we saw for the first time the other teams who are now the “core” of the ECGC.
In 1994 Spain hosted the tournament in
Madrid. This was a well-attended event at a
beautiful mountain course held in fantastic
weather. This was the first time the championship had left the Holland/UK/Ireland area
and everyone enjoyed the change of scenery,
weather and course conditions.
In 1995 the game went to Copenhagen where
we tried the “bogey” format. Again everyone
enjoyed both the course and the surroundings,
particularly the Tivoli gardens.
In 1996 the tournament moved to Bordeaux,
hosted by Hubert Martineau and his colleagues.
The game was played over two superb adjacent courses, which have been used for minor
European tour events.
In 1997 the tournament returned to Ireland.
The course was Rosse’s Point at Sligo on the
West coast and it was a true links course with
beautiful views to all sides. Although some
people were almost washed off the course on
the practice day, the competition days gave us
good weather. The Guinness went down very well
and one or two people joined in the singing.
In 1998 we were struggling to find a venue
but Jeff Gaste stepped in at short notice and
found a wonderful course in the hills near Aixen-Provence. Unfortunately the French hotel
we were staying in wasn’t used to the drinking
exploits of ECGC and they rapidly ran out of
beer. By this time the number of teams wanting to play in the tournament was reaching the
limits of a golf course so the committee chairman Paul Conroy hosted a meeting of teams in
Darmstadt where the rules of the tournament
were agreed.
In 1999 the championship was organised by
Henk Reerink and his colleagues in Amsterdam.
Here we benefited from the Hotel being on the
golf course. Although some ECGC members used
In 2004 we headed North courtesy of Kjell
Kramm and his Norwegian colleagues. The
course was just outside Oslo and fortunately
our hosts had done a good deal with a local
brewery so the price of beer was reasonable. The
course was in a superb setting of a pine forest
but every now and again there was a “pinging”
sound followed by a shout of “fore” as a golf
ball ricocheted off one of the numerous rocks
that stuck out of the ground.
2005 was held in Hasselt just outside
Brussels and hosted by CFMU. Another well organised tournament was well attended and
some superb weather made it a most enjoyable
event.
this facility to go from the bar straight to the
first tee and then from the 18 th green back to
the bar. I don’t think this helped their golf too
much.
In 2000 the tournament moved to
Bournemouth, England. Despite the problems
of the Treasurer being taken into hospital for
an operation on the first day, a fuel strike that
almost stopped our bus transport and a computer software crash, the tournament survived.
In 2001 the Irish again hosted the tournament. Shannon this time provided the superb
venue of Adare Manor with a testing golf course
built around a wonderful hotel. Again a vast
amount of Guinness was despatched and a few
songs were sung.
2002 was our first venture outside Europe.
Our “permanent guests” from America led by
Jack Kies were keen to repay our hospitality and
host the tournament themselves so we went
to the Legends course in Myrtle Beach, south
Carolina. It was a fantastic venue which was
enjoyed by everyone.
2003 was hosted by Karlsruhe and
Austrocontrol on the border between Germany
and Austria at Passau/Linz . This was probably the only time so far that we have played
the tournament over two different courses in
two different countries. The staff in the hotel
seemed a bit overwhelmed by us at times, but
the hospitality was superb.
2006 was something different entirely.
Iceland hosted the tournament and everyone
was keen both to see Iceland and the two golf
courses which we were playing on. Gummi said
that we had to hold it after the end of May because the grass didn’t start growing until the
start of May !!. When we landed at Keflavik I
couldn’t believe that there were any golf courses anywhere, all I could see in every direction
was a lava field that resembled a moonscape.
When we got to Reykjavik it was a different
matter with a bit more greenery about, but not
many trees.
2007 was Detlef Piepenstock’s retirement
present to his colleagues from ECGC. He and
his friends from Karlsruhe organised the tournament at Semlin, about 70km West of Berlin.
As befitting Germans, they had organised free
beer for the welcome party. Unfortunately the
500 litres ran out before the party ended. The
competition was a bit unusual because the
Semlin course was 27 holes, but the organisation meant that everything went very smoothly.
ECGC 2008 was held in Aviemore, Scotland
with Derek McDade and his team organising.
Aviemore is in the heart of the highlands and
although it was a difficult place to get to,
the beautiful scenery made it worth the trip.
Aviemore is probably better known for skiing
then golf and I suspect some of the competitors
wished the course had been covered in snow.
Portugal participated for the first time with
Lisboa Team.
ECGC 2009 was back to England. This time
at Carden Park, just south of Liverpool. This was
a really superb venue with a large hotel and
two good 18 hole golf courses attached to it.
This meant that participation was almost unrestricted and 53 teams took part with Belfast
rejoining ECGC and Brussels playing for the
first time. The staff at the venue were pleasant
and helpful throughout and as usual they were
amazed at the amount of alcohol which ECGC
consumed.
ECGC 2010 in Vilamoura, is today....
.
p.19
Inflight Catering
Newrest creates innovative customized meals adapted to
meet the high quality standards required by the airlines.
Catering
Every day, throughout our global network, over 500 clients
appreciate our creativity, diligence, and know-how used
in the creation of their daily meals.
On a worldwide basis many banks, public
institutions, private company headquarters,
factories, construction sites, state authorities,
embassies, amongst many other Business &
Industry segments, have entrusted us with the
management of their restaurants, cafeterias or
reception rooms.
Newrest is convinced that employees who
consume their daily meal or meals in a pleasant, stress-less environment while being able
to choose from a selection of fresh, appetizing
and carefully presented products - will be an
efficient and motivated employee for our client. Intellectual capacity, concentration and
productivity are undeniably conditioned by the
quality of the catering and leisure services on
site.
p.20
Hospitals and clinics have entrusted us
with managing the catering services for patients and hospital staff as well as the snack
bars, bars and cafeterias for visitors (hospitality services).
Newrest is convinced that good food is
also a key element in the healing process; and
we strive to contribute to the recovery process
of patients in support of hospital and medical
staff.
Our teams pride themselves on being attentive to patient and medical staff needs and
we scrupulously comply with dietary requirements and constraints.
We endeavour to be constantly proactive
in anticipating the needs of patients and staff;
our primary goal is to assure that patients are
as comfortable and content with daily life as
possible in the trying circumstances they face
in hospital.
Past Tournaments & Winners
Year
Place
Country
Nº Teams
Nº Players
Winner
1990
Maastricht
Holland
Maastricht
1991
Dublin
Ireland
Dublin
1992
Leytown
Ireland
Prestwick
1993
Ayr
Scotland
Euro Select
1994
Madrid
Spain
London
1995
Copenhagen
Denmark
London
1996
Bordeuax
France
Barcelona
1997
Sligo
Ireland
CFMU Brussels
1998
Aix En Provence
France
Frankfurt 1
1999
Amsterdam
Holland
Amsterdam
2000
Bournemouth
England
Iceland
2001
Adare
Ireland
Paris
2002
South Carolina
United States
Heathrow
2003
Passau/Linz
Germany/Austria
Canarias
2004
Sarpsborg
Norway
Dublin ACC
2005
Hasselt
Belgium
43
170
London APP
2006
Reykjavik
Iceland
42
166
Iceland
2007
Semlin
Germany
48
192
Maastricht
2008
Aviemore
Scotland
48
192
Aix en Provence 1
2009
Carden Park
England
53
205
Munich 2
2010
Vilamoura
Portugal
62
260
?
p.21
ECGC
Special edition
Touristic
Information
Visiting Vilamoura:
Vilamoura is the name given to an area rather
than to any actual town. It is outstanding in
that it is one of the largest single tourist complex in Europe and covers some 2.000 hectares
of land. The land is variable in its vegetation,
some parts covered in pine forests whilst others open recovered marshland. Vilamoura is a
special place, a unique leisure and recreation
resort community where the pace of life is so
easy it feels like summer all year round.
Designed from the start to be self-sufficient,
Vilamoura is ideally located, features a wide
choice of prime accommodation, offers the
commercial structure for day-to-day needs
and is bursting with sporting and leisure facilities for the whole family. It is a place for
rest and relaxation but also for pursuing active
pastimes and sports; a friendly and safe residential haven, but also a vibrant and exciting
night-life centre. It is a luxury hotel, a private
villa or a serviced apartment for the visitor,
but also a home to the resident and seasonal
population. It is Portuguese, but also truly cosmopolitan. Away from the hectic pace and the
stress of the modern world, all who visit are revitalised by the lifestyle, the convenience and
the hospitality of this truly special place.
p.22
Driving: All motor vehicles drive on the
right. Unless otherwise indicated, vehicles approaching from the right have priority at junctions. Seatbelts are obligatory. The law is strict
regarding drinking and driving. The maximum
speed in towns is 50 km p/h and on main roads
and highways is 90 and 120 km p/h respectively.
Petrol stations are open from 7 a.m. to 8 p.m.
On highways services stations are open 24 hours
a day.
Weather: Portugal has a mild climate without extremes of temperature. Winters are never
too cold and summers are always moderately
hot.
The North has an Atlantic climate influenced
by the Gulf Stream. The Centre has gentle dry
summers and short mild winters. The South has
a warm, dry Mediterranean climate without extremes of heat. Madeira offers a pleasant climate all year round. The Azores also offers mild
weather tempered by the Atlantic.
Accomodation: Hotels range from luxury
to 5, 4, 3 and 2*. There is a wide range of choice
between Boarding Houses, Inns, Hostels, Motels
and Aparthotels. The Pousadas are very comfortable, special hotels generally located in
historical sites and in many cases they are totally restored monuments, castles or palaces.
There are three distinct categories: regional
Pousadas, Pousadas in historical areas and
Pousadas in national monuments. Advanced
booking is highly recommended. “Turismo no
Espaço Rural” (TER) offers privately owned
homes ranging from wonderful farmhouses to
manor houses. There are many camping areas
throughout the country that allow for an inexpensive holiday and the opportunity for a close
contact with nature. Also available, 18 youth
hostels spread around the country.
Guides and interpreters:
Portugal has excellent guides who will help you
to discover the country. For further information
contact your travel agent, hotel reception or
tourism office.
Beach: Portuguese beaches are very invit- Telephones
Postal services
ing offering white sand all over. Be careful not
to swim in areas where there are flags warning
not to. Red flags mean total prohibition to swim
and yellow flags mean you should be very careful. Green flags mean there is no danger at all.
Post offices are open Monday to Friday from
8.30 a.m. to 6 p.m. In main cities there is one
post office station open on Saturdays. Stamps
are sold here and also on shops bearing the sign
of the red horse. The Portuguese word for post
office is “Correios” and for stamp is “selo”.
Time: Portugal and Madeira time are one
hour plus GMT. Azores is Greenwich Mean (GMT)
time
Opening hours:
Banks Are open from 8.30 a.m. to 3 p.m. Monday
to Friday, closing on public holidays. (Finance,
Insurance / Real Estate Directory)
Shops From 9 a.m. to 1 p.m. and 3 p.m. to 7 p.m.
(working days). On Saturdays most shops close
at 1 p.m., eventhough there are some open in
the afternoon. (Retailers & Personal Service
Directory)
Shopping Centres are open from 10 a.m. to 11
p.m. or midnight, every day of the week.
Museums From 10 a.m. to 12.30 p.m. and from 2
p.m. to 5 p.m. Closed on Mondays. (Amusement,
Recreation Services & Culture Directory)
Useful Telephone Numbers for Vilamoura
Emergency Numbers:
Dial 112 for Police, Ambulance and Fire from
any phone (free)
• GNR ( Police) Tel: 289 313 040
• Bombeiros (Firefighters) Tel: 289 312 425
• Health Centre Tel: 289 314 243
• Nearest Hospital Faro Tel: 289 891 100
• Red Cross in Faro Tel: 289 899 900
• Taxi Rank Tel : 289 321 010
• Police Support Services for Tourists
Vilamoura Tel : 289 388 989
• Tourist Support Services Tel: 808 781 212
• ORGANIZING COMMITTEE
Fernando Dutra - +351. 917285288
Note: Just remember, if you are calling from a
foreign mobile phone in the Algarve, Portugal,
you will need to dial 00351 in front of the
numbers here.
Special Discounts for ECGC
See map below for locations at Vilamoura.
Restaurants: A taska
Akvavit
Cataplana
Dom Miguel
Fairways
Mariscada
Shops:
Peter Café Sport
Záza
Terramar
Joias da Marina
Tony Barnabé(golf shop)
Restaurant & Shops locations around Vilamoura Marina area
Currency: The unit of currency is the Euro
(€). Some banks have automatic exchange machines. Reception in most hotels will change
money and they are entitled to charge a small
extra amount to cover fluctuation exchange
rates. Traveler cheques and Eurocheques are
accepted by all Portuguese banks and exchange
bureaus. Visa, Amex, Eurocard, Diner Club and
Master Card are the most useful credit cards.
Health
Medical facilities Medical assistance is available in hospitals providing 24 hours a day
emergency service. There are also many clinics
open from 8 a.m. to 8 p.m. In case of emergency
dial the number 112. In case of road accident
use the nearest SOS phone (orange). For further
information see Phone Directory.
Chemists Are open 9 a.m. - 1 p.m. /3 p.m. - 7
p.m. Monday to Friday and Saturday mornings.
In every area, you can always find one that is
open all night or on Sunday. See the sign on the
door (white cross on green background) to find
your nearest chemist. The Portuguese word for
chemist is “Farmácia”.
Electricity
The current is 220 volts AC, with a continental
round pin plug.
Some useful words and sentences
Thank you
Please
Good morning
Good afternoon
Good evening
Yes
No
Bank
Change
How much is it?
Do you speak English?
I don’t understand
Obrigado (if you’re male)
Obrigada (if you’re female)
Por favor
Bom dia
Boa tarde
Boa noite
Sim
Não
Banco
Câmbio
Quanto é?
Fala inglês?
Não compreendo
one
two
three
four
five
six
seven
eight
nine
ten
hundred
thousand
um
dois
três
quatro
cinco
seis
sete
oito
nove
dez
cem
mil
p.23
ECGC
Special edition
Tournament Courses
Oceanico Laguna
Golf Course
No. holes 18
PAR 72
Length 6121
Architect: Joseph Lee
Laid out over low lying coastal terrain, this
course, with its many water hazards and few
trees, is considerably different from the other
ones at the resort and many of its holes convey
a links atmosphere.
U.S. golf architect Joseph Lee designed this
course which was opened in 1990 and many
previous visitors will recognise it as part of the
former 27 hole Vilamoura III course. It has been
subject to continual improvements over the years.
Measuring 6,121 metres from the white tees,
the par 72 course includes several lakes which
influence play on a total of 11 holes. In addition to acting as hazards and emergency water
reservoirs, these lakes serve a useful purpose
in attracting a variety of aquatic birds, both
resident and migratory, as well as amphibians,
otters, terrapins etc.
Vilamoura’s master developers, Lusotur, have
also established an environmental nature park
not far from the course.
Apart from the lakes and an impressive total
of 79 bunkers, another hazard is the wind that
frequently blows over this somewhat exposed
location.
Laguna shares a large, welcoming clubhouse
with the neighbouring Millennium Course.
p.24
Laguna Course Local Rules
To be read in conjunction with the rules of golf
and any temporary local rules
1. Out of bounds (rule 27-1)
White stakes
2. Immovable Obstructions (rule 27-2)
Roads, watering system components, marks
made by course equipment, artificial walls,
bridges and young trees less than 2 meters
high.
3. Ground under Repair
Areas marked with blue stakes or GUR signs.
The ball must be dropped according to rule
24.2
4. Course Signage
Players with buggies must follow the paths
and course signage at all times.
150 metres distance posts and all markers
are in metres measured to the center of the
green.
OCEÂNICO GOLF LOGOTYPE
FINAL VERSION - CMYK
Oceanico Victoria
Golf Course
No. holes 18
PAR 72
Length 6609
Architect: Arnold Palmer
M
Y
K
C
M
Y
100 95
05
39
90
21
60
C
The previous owners invested 18 million Euros
in Oceanico’s Victoria Golf Club, designed by
Arnold Palmer, one of the greatest legends of
the sport. This was the most ambitious golf project in Portugal, and was aimed at being one of
the best golf complexes in the whole of Europe.
Oceanico’s Victoria golf club was designed by
one of the greatest legends of the sport Arnold
Palmer. With an 18 million euro investment and
the most ambitious golf project in Portugal the
previous owners aimed the course to be one of
the best golf complexes in Europe.
The Victoria Clube de Golfe will be the fifth at
Vilamoura and the most exclusive one at the
resort, making it ideal to become the Algarve’s
and Portugal’s major venue for top international tournaments.
Palmer, whose design company has created 500
courses worldwide, designed the Victoria course project, and Southern Golf, Europe’s largest
golf course builder, was awarded the construction contract.
Oceanico Victoria course is an 18-hole, par 72
championship layout, measuring 6.609 meters
from the back tees. Several man-made lakes
provide hazards for the players and also serve
as water reservoirs for irrigation.
2758 EC
Victoria Course Local Rules
Vilamoura 2010 Prizes
To be read in conjunction with the rules of golf
and any temporary local rules
Team Competition Net: 1º, 2º, 3º
Team Competition Gross: 1º, 2º, 3º
1. Out of bounds (rule 27-1)
Beyond any fence and/or white stakes bounding the course and beyond the wall line of
the clubhouse building and adjoining facilities.
2. Staked Young Trees and Supports
(including guard/stake)
If a staked young tree or its support interferes with a player’s stance or the area of his
intended swing, the player MUST take a relief
as provided in Rule 24-2b. The ball may be
cleaned when so lifted. The stakes (and/or
supports) are immovable obstrutions.
3. Immovable Obstrution (Rule 24-2)
All roads and paths are immovable obstrutions.
4. Water Hazards (Rule 26)
All lakes of the course, including the stone
dams, are considered lateral water hazard
and environmentally-sensitive areas where
play is prohibited. Except when marked, the
margins of the hazards are defined by the
natural margins of the lakes (water or rubber
layer lines). If a ball is in or there is reasonable evidence that it is lost in water hazard,
tha player MUST, under penalty of one stroke,
proceed under Rule 26-1.
5. Ground under Repair (Rule 25-1)
Garden beds surrounding the clubhouse and
the specific course areas. Those areas outlined, defined by blue stakes, blue lines, GUR
signage and/or accompanying rope. Rule 251 applies.
330 EC
K
C
M
66
34
00 100 00
Y
382 EC
K
Singles Competition Net:
1º +(Peter Nielsen Trophy), 2º e 3º
Singles Competition Gross:
1º + (Ole Weile Trophy), 2º e 3º
Singles Competition Ladies Net: 1ª, 2ª, 3ª
Nearest to the Pin
Day 1 – 2 Laguna, 2 Victoria
Day 2 – 2 Laguna, 2 Victoria
p.25
Committed to
Air Traffic Management
The core business of Frequentis are highly-available communication and
information solutions for the civil air traffic management market. Frequentis is the global market leader in communication systems for air traffic control. With
headquarters in Vienna, the Frequentis Group employs around 800 specialists and
engineers.
The excellent engineering quality of Frequentis systems and the company’s detailed
understanding of safety-critical processes underpin many success stories outside civil
aviation, as evidenced by the business success in public safety & transport, maritime,
and defence markets.
Supplier of
Integrated Solutions
Motivated by these achievements, Frequentis has continued to expand its portfolio
and evolved into a provider of complete solutions with outstanding competence in integration: a supplier that delivers both standard products and customized solutions.
The core activities of Frequentis in civil air traffic management are end-to-end communication systems, tower automation systems, ATM information systems and value
added Front-Ends. The company’s comprehensive product range covers all the central requirements of air traffic management. Voice and data switches, network solutions, back-up systems, recording systems, tower automation systems and information management and display systems form a broad and flexible product base for
integration with radio, flight plan or radar systems.
www.frequentis.com
“Win a Flag” Campaign
With your support, Special Olympics
provides transformative experiences
that bring out pride, courage and
joy in atheltes with intellectual
disabilities while fostering a culture of
acceptance and tolerance.
What better gift is there?
ECGC is also a solidarity event. Following previous
events, ECGC Vilamoura 2010 will also have a
solidarity campaign.
During all the event, participants may buy raffle
tickets with the unit value of 5€, enabling them
to the draw of one of the 18 green flags, specially
made for the event, accommodation vouchers for
the Vila Gale Hotels, green fee vouchers for the
Oceânico Group Courses and also golf equipment
and material.
The organization chosen by the Committee, to
become the beneficiary of the players contributes
is the Special Olympics Portugal.
Special Olympics is an international organization
created to support people with intellectual
disabilities, develop their self-confidence,
interpersonal relationship capacities and sense
of accomplishment. Amongst others, Special
Olympics organize the Special Olympic Games,
every two years, between the Winter Games and
the Summer Games.
�
For people with intellectual disabilities, Special
Olympics is often the only place where they
have an opportunity to participate in their
communities and develop belief in themselves.
Special Olympics sports provide a gateway to
empowerment, competence, acceptance and joy.
But for every Special Olympics athlete, there are
many more that we haven’t reached yet.
For further information access to
www.specialolympics.org
p.27
ACKNOWLEDGEMENTS
ECGC 2010 TEAM LIST
16 COUNTRIES – 62 TEAMS - 260 PLAYERS
Aix En Provence 1
Aix En Provence 2
Aix En Provence 3
Amsterdam
Belfast
Benelux
Bergen
Berlin
Bremen 1
Bremen 2
Brest 1
Brest 2
Brest 3
Brest 4
Bretigny
Brussels ACC
CFMU 1
CFMU 2
Copenhagen 1
Copenhagen 2
Dublin ACC
Dublin APP
Dusseldorf
Dusseldorf 2
Dusseldorf Tower
Euromix
Frankfurt 1
Frankfurt 2
Heathrow TWR 1
Iceland
Iceland 2
p.28
Karlsruhe 1
Karlsruhe 2
Lisboa
London ACC 1
London ACC 2
London APP 2
London APP1
Maastricht
Munich 1
Munich 2
New York
Oslo
Paris ACC
Portugal AIS
Reykjavik
Roissy CDG 1
Roissy CDG 2
Roma
Schiphol
Scottish ACC
Scottish ACC 2
Shannon 1
Shannon 2
Shannon 3
Shanwick
Stavanger
Switzerland 1
Switzerland 2
Switzerland 3
Tampere
Vienna
Associação Portuguesa de Controladores de Tráfego Aéreo
Hotéis Vila Galé
Oceânico Group
Casinos Solverde
Visacar
Câmara Municipal de Loulé
APTICA
SITNA
Turismo do Algarve
ANA, Aeroportos de Portugal
SPONSORS
NAV Portugal
FREQUENTIS
NEWREST Portugal
NEVADA BOB’S GOLF
ORGANIZING COMMITTEE
Fernando Dutra
Ricardo Dowling
Jorge Ferreira
Claudino Nascimento
Nuno Peixoto
Rui Caldeira
Carlos Saboga
Francisco Lisboa
Anabela Santos
Luis Pinto
Paulo Peixoto
Rui Guimarães
António Barroso
Vierumäki 2011 is the next challenge.....
in Finland
NOTA DE REDACÇÃO
por/by Nuno Simões
5
Flight Level
anos/years
Com o lançamento de mais um número da Flight Level cumprimos
o nosso quinto ano de vida. Parece, para alguns de nós, que ainda foi
“ontem” o momento em que à volta duma mesa víamos as primeiras
provas. Cinco anos!
Nada melhor para assinalar esta data do que o desafio a que nos
propusemos. Lançar um número totalmente bilingue para acompanhar
o ECGC – European Controllers Golf Championship que este ano se realiza
em Vilamoura. O desafio não era fácil, ainda para mais, atendendo ao
tão pouco tempo para levar a cabo esta tarefa, mas era uma oportunidade única de nos mostrarmos junto de outros colegas e levar o nosso
nome lá fora. Decisão tomada, avançámos! Os assuntos a abordar não
poderiam vir mais a propósito: A “Europa” e os controladores de tráfego
aéreo. Algo que nos atinge a todos independente das realidades internas de cada um. A nossa percepção enquanto controladores de tráfego
aéreo é que cada vez mais a “Europa” decide, regula e define o futuro da
nossa profissão e a nível interno vamos ficando aos poucos com menos
margem de manobra. Por detrás dos milhares de números que todos os
anos nos chegam por via de mil e um relatórios para justificar muitas
das medidas, escondem-se interesses bem conhecidos dos habituais
suspeitos. O futuro está já aí e temos certamente de falar mais e a uma
só voz em vez de continuarmos dispersos e distraídos a olhar para os
nossos umbigos.
A revista que agora vos chega às mãos contém um guia do ECGC
como parte integrante da revista. Escolhemos esta solução para associar o nome da nossa revista ao evento. E digo nossa porque ela é também um cartão de visita dos controladores portugueses e daquilo que
somos capazes de fazer, tal como a organização deste evento.
Por fim, deixar um grande Obrigado a todos aqueles que no passado
e no presente tornam possível este projecto. Sem eles, certamente, não
existiria Flight Level. Em nome da Flight Level, desejo-vos boa leitura e
se for o caso ... boas tacadas !
.
With the release of another issue of Flight Level we fulfill our fifth
year of life. It seems, to some of us, that it was still “yesterday” when
around a table we saw the first samples. Five years!
There is nothing better to mark this date than the challenge that
we proposed ourselves. Launch a fully bilingual issue to accompany
the ECGC – European Controllers Golf Championship that this year takes
place in Vilamoura. The challenge was not easy, especially considering
the short time to carry out this task, but it was a unique opportunity to
show ourselves to other colleagues and take our name outside. Decision
taken, we moved forward! The subjects to be discussed could not be
more relevant: “Europe” and the air traffic controllers.
Something that affects us all, despite of each other’s internal realities. Our perception as air traffic controllers is that more and more
“Europe” decides, regulates and sets the future of our profession and
internally we are getting gradually with less room for maneuver.
Behind the thousands of numbers that we get every year through the
hundreds of reports to justify many of the measures taken, are hidden
well known interests of the usual suspects. The future is here, and we
must indeed talk more in unison instead of continuing dispersed and
distracted contemplating our own navels.
The magazine that is now in your hands contains a guide to the ECGC
as part of the magazine. We chose this option to associate our magazine’s name to the event. And I say our because it is also a business card
of Portuguese controllers and of what we are capable of doing, such as
the organization of this event.
Finally, I would like to say a big Thank You to those that in the past
and in the present make this project possible. Without them surely Flight
Level would not exist. On behalf of Flight Level, enjoy your reading and if
that is the case ... good shots!
.
p.29
DESTINO
por/by Nuno Chambel
Golf em
Portugal
ALGUNS PONTOS DE REFERÊNCIA
GOLF IN PORTUGAL: A QUICK TOUR
s and associations
ub
cl
4
11
e
ar
e
er
th
tion
In Portugal
rtuguese Golf Federa
affiliated to the Pothan 10,000 federated
(FPG), and more eur and professional).
active players (amat
p.30
Vale do Lobo Golfe Course
Portugal, devido à sua posição geográfica,
ocupa na Europa um lugar de referência para a
prática de desportos de ar livre, no continente,
especialmente no Algarve, mas também nas
ilhas. No caso particular do golfe, o facto de a
procura por este desporto ter aumentado consideravelmente no últimos anos, tem criado
condições para que se tenha investido na construção de campos novos e na renovação dos
mais antigos. Algumas provas internacionais
têm sido organizadas no nosso país aumentando a projecção das terras lusas no estrangeiro.
No total, em Portugal, há 70 campos de golfe
espalhados de norte a sul e mais 3 no Arquipélago da madeira e outros 3 nos Açores. Há
20 anos o número total não chegava a metade,
o que revela bem o crescimento recente quer
de locais quer de praticantes da modalidade.
Oceânico Vitória Golfe Course
Portugal, due to its geographical position
in Europe, occupies a place of reference for the
practice of outdoor sports, on the mainland,
especially in the Algarve, but also in the islands
(Azores and Madeira).
In the particular case of golf, the fact that
the demand for this sport has grown considerably in recent years, created conditions for increased investment in building new courses and
the renovation of older ones. Some international events have been organized in our country,
and increased the projection of Portuguese
golf, abroad. In Portugal we have 70 golf courses scattered from north to south, three more
in the Madeira archipelago and another three in
the Azores islands. 20 years ago, the count was
less than half, which shows clearly the recent
growth of both golf courses and players.
p.31
Campo Real Golfe Course
Algarve golf courses
A oferta hoteleira associada ao golfe é um
factor decisivo na escolha do nosso país para
eventos internacionais. À semelhança do que
se faz por esse mundo fora, os campos de golfe
estão quase sempre integrados em estruturas
hoteleiras de topo.
Existem em Portugal 114 clubes ou associações filiados na Federação Portuguesa de
Golfe, e mais de 10 mil jogadores activos federados (amadores e profissionais).
O torneio Portugal Masters tem sido realizado no Oceânico Vitoria em Vilamoura, desde 2007. Este campo foi inaugurado em 2004,
tendo rapidamente tido sido como referência
entre os campos do Algarve. Nesta zona existem bastantes campos, e para alem deste,
destacamos também o Royal Course de Vale de
Lobo e o seu, mundialmente conhecido buraco
#16, sobre a Praia da Falésia.
p.32
Resorts and Hotels associated with golf
are a decisive factor in choosing our country
for international events. As everyone else is
doing around the world, golf courses are almost always complemented with high quality
lodging.
In Portugal there are 114 clubs and associations affiliated to the Portuguese Golf
Federation (FPG), and more than 10,000 federated active players (amateur and professional).
The Portugal Masters tournament has been
held at the Oceanico Victoria, Vilamoura, since
2007. This course opened in 2004 and was quickly taken as a reference between the Algarve
golf courses. In this area there are plenty courses and we point out also the Royal Course at
Vale de Lobo and his world-famous hole # 16
overlooking the Falesia Beach.
took place,
known Madeira Open
In Madeira, the wellcourse, but
Santo da Serra golf
at
08
20
to
93
19
from
This field
Porto Santo Island.
by
ar
ne
e
th
to
ed
today
it mov
e controversy, but is
m
so
th
wi
04
20
in
n.
opened
ajor tourist attractio
one of the island’s m
Cascais - Oitavos Golfe Course
Na região Oeste, junto a Torres Vedras, encontramos o Campo Real. Nasceu em 2005 integrado num projecto hoteleiro e imobiliário. O
Ladies Open 2010 foi aqui realizado, colocando
a região Oeste na rota do Golfe internacional.
Na Madeira, o conhecido Madeira Open
realizou-se de 1993 a 2008 no campo de golfe
do Santo da Serra, mas transferiu-se para a
vizinha Porto Santo. Este campo foi inaugurado em 2004 no meio de alguma polémica, mas
é hoje uma das principais atracões turísticas
da ilha.
Os campeonatos realizados em Portugal
têm prémios de jogo modestos e talvez por isto
não sejam os mais atractivos para os grandes
jogadores mundiais. No entanto têm vindo a
aumentar nos últimos anos fruto de um interesse mediático que também tem vindo a aumentar. No entanto a sombra da crise mundial,
particularmente a europeia veio esfriar esse
crescimento. Estamos certos que o panorama
vai mudar e o sol brilhará mais uma vez sobre
os nossos campos.
.
Porto Santo Golfe Course
In the ‘oeste’ region, near Torres Vedras, we
find Campo Real. It was built in 2005 as part of
a hotel and real estate project. The Ladies Open
was held here in 2010, putting the region on the
map of international golf.
In Madeira, the well-known Madeira Open
took place, from 1993 to 2008 at Santo da
Serra golf course, but it moved to the nearby
Porto Santo Island. This field opened in 2004
with some controversy, but is today one of the
island’s major tourist attraction.
Golf tournaments held in Portugal have
modest prize money amounts and, maybe because of this, aren’t the most attractive for the
world’s major players. As a result of the increasing media interest, prizes have also increased.
However, the shadow of the world crisis, particularly in Europe, came to cool off this growth.
We are confident that this will change and the
sun will shine again on our golf courses.
Algarve Beach and Golf Courses
.
p.33
ECOS DA IMPRENSA
por/by Carlos Valdrez
LICENCIAMENTO DOS PILOTOS
Fonte: FAA
Está em período de consulta pública a proposta de nova legislação norte
americana que regula os tempos de voo, de serviço e de descanso dos pilotos.
Foi sublinhado o direito dos pilotos recusarem, sem penalização, a atribuição
de um voo por motivos de fadiga. Isto adquire maior ênfase quando a fadiga
dos pilotos tem sido citada como o principal factor contributivo para alguns
acidentes e incidentes tendo sido ligada às capacidades da tripulação reconhecer o perigo e de reagir correctamente. A nova proposta consolida também
os requisitos de descanso actuais que variam com o tipo de voo (doméstico,
internacional, não programado, charter). A FAA propõe um período mínimo de
descanso de 9 horas antes do serviço aumentando em uma hora o valor anterior.
Os limites para a fadiga acumulada e o período de folga são simultaneamente
alterados. A aprovação deste plano fortalecerá os requisitos a cumprir pelos
pilotos antes de qualquer voo. Um dos factores importantes deste novo regime
será a sua implementação ao nível das companhias.
Fonte: CNN
Foi descoberto pelas autoridades chinesas da aviação civil que cerca de
200 pilotos comerciais falsificaram a sua experiência de voo. Esta declaração
segue a seguir ao pior acidente aéreo na China dos últimos 6 anos, ocorrido no
nordeste do país com uma aeronave da Shenzhen Airlines que culminou com a
morte de 42 pessoas e 54 feridos, não tendo para já uma causa oficial. A elevada
procura de pilotos deve-se ao enorme crescimento do sector durante os últimos
anos provocado pelo galopante desenvolvimento económico. Depois da falta de
qualificações ter sido descoberta pela China Business News as autoridades chinesas procederam à respectiva investigação. A Civil Aviation Administration of
China afirmou que a investigação das qualificações dos pilotos faz parte de um
programa de revisão da segurança das companhias. Mas o China Daily, citando
um piloto chinês, afirma que a falsificação da experiência de voo é muito comum porque a rápida expansão da aviação chinesa levou à necessidade de mais
pilotos comerciais. Esta demanda foi preenchida por pilotos vindos das forças
armadas que facilmente adulteraram a sua experiência na aviação militar por
ser difícil verificação.
DE ESPANHA, NEM BONS VENTOS....
Fonte: El País, Jornal de Negócios
O ministro espanhol do fomento, José Blanco, encontrou-se de novo com
os CTA’s com o objectivo de retomar as negociações para o novo acordo colectivo de trabalho de modo a terminá-lo antes do fim do ano. Entretanto a USCA
(Union Sindical de Controladores Aereos) afirmou que 400 dos seus associados
pediram a rescisão do contrato recorrendo ao artigo 50º do ”Estatuto de los
Trabajadores”. Modificações às condições de trabalho que prejudiquem a formação profissional ou reduzam a dignidade implicam o direito a receber o equivalente a 45 dias de salário por ano de antiguidade, para um máximo de 600 000
euros. Já a AENA relata que apenas recebeu 180 pedidos que rejeitou por falta
de pessoal. De qualquer forma, a leitura da AENA é diferente da efectuada pela
USCA pois baseia-se no artigo 152º do actual acordo colectivo de trabalho que
impõem outro enquadramento e uma indemnização máxima de 130.000 euros.
Foi aprovado pelo Conselho de Ministros espanhol o Decreto que regula serviço de informação de voo em aeródromos (AFIS), o que na prática permite que
alguns aeródromos funcionem temporariamente sem CTA’s. A legislação aprovada define os critérios que têm de ser cumpridos para estabelecer estes serviços,
de forma a garantir a segurança. A DGAC (Dirección General de Aviación Civil)
será a responsável pela designação do provedor de cada aeródromo AFIS, que
p.34
Uma selecção de interesse ATC
An ATC news selection
Pilots’ Licensing
Source: FAA
Commercial pilots would benefit from streamlined rules on flight time, duty
and rest requirements in a proposal being announced Friday by federal regulators. Transportation Secretary Ray LaHood, told reporters that the proposal
would, for the first time, “give pilots the rights to decline an assignment if they
are fatigued, without a penalty”. Pilot fatigue was cited as a chief contributor
to the February 2009 crash of Colgan Air flight 3407. Fatigue was linked to questions about the crew’s ability to recognize the plane was in trouble and how to
correctly respond. The proposal would consolidate the current rest requirements
that vary depending on whether the flight is deemed domestic, international, or
unscheduled, as with charter flights. The FAA proposes a nine-hour minimum for
rest prior to the duty period, a one-hour increase over the current rules. Cumulative fatigue also would be addressed, with new limits being established and
downtime being increased where current rules apply. FAA Administrator Randy
Babbitt, a pilot with the old Eastern Airlines for 25 years, said the plan, if approved, “would strengthen the requirement that a pilot has to report fit for duty,
fit for the mission that he or she is about to undertake. And that means being
fully rested.” Babbitt added that the responsibility would be placed “with equal
weight upon the carrier,” to make sure commercial pilots “get the amount of
regulatory rest required that’s being proposed here.”
Source: CNN
Nearly 200 commercial pilots in China falsified their flying experience, Chinese aviation officials have discovered. The announcement follows one of China’s worst plane crashes in six years, and highlights the high demand for pilots as
the country has seen a boom in air travel. Aviation officials began investigating
pilot qualifications after the Shanghai-based China Business News broke the
story. The investigation of pilot qualifications is part of an overhaul of airline
safety, the Civil Aviation Administration of China said, according to the staterun China Daily. They had its worst commercial airline disaster in years in August.
A Shenzhen Airlines flight crashed in northeastern China, killing 42 people and
injuring 54. Officials have not announced the cause of the crash. The country’s
travel industry has boomed in recent years, as its economy has surged and personal income has swelled. The rapid expansion of China’s civil aviation requires
more commercial pilots, and the gap was usually filled up by those pilots who
drive military aircrafts, but transferred to commercial flights,” said Xu, a commercial pilot with three years’ flying experience, according to China Daily. These
pilots were very likely to falsify their flying history in the military, since it is hard
to track and verify. By doing this, they can get promoted more quickly in flying
commercial airplanes he said.
SPAIN, NOT GOOD WINDS ....
Source: El País, Jornal de Negócios
The Spanish Minister of the Transports, José Blanco, met again with the Air
traffic Controllers in order to resume negotiations for new collective agreement
and to finish it before the end of the year. However, the USCA (Air Traffic Controllers Union) said 400 of its members sought the termination of the contract
by using Article 50 of the “Estatuto de los Trabajadores”. Changes to working
conditions that undermine the training or reduce the dignity implies the right to
receive the equivalent of 45 days of salary per year of seniority to a maximum of
600,000 euros. Already AENA reports that only received 180 requests rejected for
lack of staff. Anyway, AENA’s reading is different from that carried by the USCA
as it is based on Article 152 of the current collective agreement that impose
another framework and a maximum compensation of 130,000euros.
terá de garantir uma prestação de serviço segura, eficaz, contínua e sustentável económica e financeiramente. Mas a certificação das entidades formadoras e prestadoras dos serviços AFIS ficará a cargo da AESA (Agencia Estatal
de Seguridad Aérea) que também realizará a supervisão do cumprimento dos
requisitos. Esta medida faz parte de um pacote que inclui a alteração das condições laborais dos CTA’s espanhóis e ainda a liberação das torres de controlo
de vários aeroportos do país.
LINE UP...
Fonte: FAA
A fraseologia utilizada pelos controladores de tráfego aéreo nos EUA tem
algumas diferenças da utilizada na Europa. Uma dessas situações é a autorização dadas aos pilotos para rolarem para a pista e aguardarem nova autorização, desta feita para descolar. Nos EUA o “Position And Hold” será substituído pelo conhecido “Line Up And Wait” a partir de 30 de Setembro. Seguindo a
recomendação do NTSB (National Transportation Safety Board), a FAA adopta
finalmente a fraseologia aconselhada pela ICAO. A análise de segurança conduzida pela FAA determinou que a adopção da nova fraseologia eliminará confusões, especialmente entre pilotos que também voam na Europa, reduzindo o
risco de “runway incursions”. Deste modo a partir de 30 de Setembro a autorização dos controladores de tráfego aéreo integrará o indicativo da aeronave,
a pista e a instrução “line up and wait”. A frase “traffic holding in position”
continuará a ser utilizada como aviso às restantes aeronaves da existência de
tráfego já autorizado a alinhar e esperar na pista em uso.
Surpresas !?
Fonte: IATA
Em 2010, a IATA prevê que os lucros das 293 companhias aéreas que integram a associação totalizem 6,8 mil milhões de euros, valor bastante superior aos 1,9 mil milhões previstos em Junho e que compara com os prejuízos de 7,6 mil milhões de euros registados em 2009.
A IATA também calcula que as perdas resultantes do vulcão tenham ascendido
a 150 milhões de euros.
“A recuperação da indústria foi ainda assim mais forte e mais rápida do
que prevíamos”, afirmou Giovani Bisigniani, director-geral da IATA, numa conferência em Singapura, mostrando-se bastante surpreendido com estes números. O mesmo responsável adiantou que estes lucros servirão para compensar
as perdas de 50 mil milhões registadas na última década e que na base da melhoria das suas previsões esteve a capacidade de gestão destas empresas. A
maioria das companhias aéreas suprimiu as rotas pouco rentáveis ou reduziu
o número de voos, iniciativas que surgiram em paralelo com um aumento da
procura dos passageiros que, segundo os dados desta associação, terá sido 3
ou 4% superior a níveis anteriores à crise de 2008.
It was approved by the Spanish Council of Ministers the decree that regulates Flight Information Service at aerodromes (AFIS), which in practice allows
some aerodromes to operate temporarily without controllers. Legislation passed
down the criteria that must be met to establish these services in order to ensure
safety. DGAC (Spanish Civil Aviation Authority) will be responsible for designating each provider of AFIS aerodrome, those must ensure a safety service, effective, continuous and sustainable economic and financially. But the certification
of training providers and providers of services AFIS will be the responsibility of
AESA (Spanish Agency for Air Safety ) which also performs the monitoring of
compliance. This measure is part of a package that includes changing the working conditions of the Spanish ATCO’s and even the release of the control towers
of several airports in the country.
Line Up…
Source: FAA
Phraseology used in the US has some differences when compared with Europe. Analysis by the National Transportation Safety Board (NTSB) revealed that
differences between FAA and International Civil Aviation Organization (ICAO) air
traffic control phraseology contribute to runway incursion risks. NTSB recommended that the FAA adopt the international standard terminology: “Line Up
and Wait” to replace “Position and Hold”. Beginning on September 30, 2010, the
words “Position and Hold” will no longer be used to instruct a pilot to enter the
runway and await takeoff clearance. Under the new “Line Up and Wait” phraseology, the controller will: State the call-sign; State the departure runway;State
“Line Up and Wait”.In accordance with its Safety Management System procedures, the FAA Air Traffic Organization conducted a safety analysis of this recommendation. FAA implemented mitigations to ensure a safe transition from
the old phraseology to the new. The phrase “Traffic Holding in Position” will continue to be used to advise other aircraft that traffic has been authorized to “Line
Up and Wait” on an active runway.
Surprise !?
Source: IATA
The International Air Transport Association (IATA) revised its 2010 industry
outlook and is now projecting a profit of $8.9 billion (up from the $2.5 billion
forecast in June). That also compares to an estimate of nearly $10 billion in
losses in 2009.
“It is a significant improvement, much stronger than forecast,” IATA chief
executive Giovanni Bisignani told reporters in Singapore
“The industry recovery has been stronger and faster than anyone predicted.
The $8.9 billion profit that we are projecting will start to recoup the nearly $50
billion lost over the previous decade. “But I would say it is not time for big celebration, let’s just do a nice party.”
There are lingering doubts about how long this cyclical upturn will last. Even
if it is sustainable, the profit margins that we operate on are so razor thin that
even increasing profits 3.5 times only generates a 1.6% margin. This is below the
2.5% margin of the previous cycle peak in 2007 and far below what it would take
just to cover our cost of capital,” said Giovanni Bisignani.
The improved outlook for 2010 is being driven by a combination of factors.
On the revenue side increasing demand and disciplined capacity management
are leading to sharply stronger yields pushing revenues higher. At the same time,
costs remain relatively stable.
p.35
BREVES
1. Parlamento
Europeu:
Aprovada Lei sobre
��
investigação de acidentes
Após várias organizações signatárias do sector
dos transportes aéreos terem mostrado a sua preocupação com as disposições contidas na Proposta
do novo regulamento da UE sobre Investigação de
Acidentes que concediam às Instâncias judiciais o
acesso a gravadores de voo e a informações de segurança e onde o inquérito judicial teria primazia
sobre a investigação de segurança, foi agora a vez
do Parlamento Europeu manifestar a sua posição.
A nova lei aprovada no dia 21 de Setembro com 604
votos a favor,11 contra e 26 abstenções, é bem clara
quanto à independência das investigações. No texto
pode ler-se:
“O novo Regulamento Comunitário garantirá
que uma investigação sobre um acidente é realizada
sem a pressão das autoridades reguladoras ou outras. Quaisquer declarações realizadas a um investigador, bem como gravações de voz e imagem dentro
de cockpits e/ou orgãos de controle de tráfego aéreo, apenas poderão ser usadas para investigação de
segurança, a menos que haja uma razão imperiosa
de divulgação para processo criminal. Desta forma
estará garantindo que os intervenientes podem testemunhar sem receio durante o processo de investigação, cujo objetivo não é atribuir culpa, mas apurar
os factos” .
Ficou assim assegurado aquilo que era uma preocupação tanto de pilotos como controladores e até
de algumas organizações representando as companhias aéreas. Um bom sinal do que se pode conseguir
quando todos falamos a uma só voz.
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
European Parliament:
Adopted New Law on
accidents investigation
After several organizations of the air transport
sector showed their concern about the provisions
contained in the proposal of the new EU regulation
on Accidents Investigation, which granted courts the
access to flight recorders and safety information
and where the judicial inquiry would have primacy
over safety investigation, it was now the European
Parliament turn to express its position. The new law
is very clear about the autonomy of safety investigations. It is said:
“The new EU regulation will ensure that a safety
investigation on an accident is conducted free of
pressure from regulatory authorities or others. Any
statements taken from individuals by a safety investigator, as well as voice and image recordings
inside cockpits and air traffic control units, will be
used only for safety investigation, unless there is an
overriding reason to disclosure it to the judiciary.
This will ensure that people can testify without fear
to the safety investigators, whose purpose is not to
attribute blame but to ascertain the facts”.
It was thus ensured one of the main concerns
among controllers, pilots and even airlines. A good
sign of what can be achieved when we all speak as
one.
2. A FLIGHT LEVEL errou...
No número anterior da Flight Level o artigo
Multilateration aparece com um nome que não corresponde ao do autor. O artigo deve-se à autoria do
nosso colega do Funchal, Bruno Figueira que além
de controlador de tráfego aéreo também é Eng.
Aeronáutico e colaborador da nossa revista. Pelo
lapso e em nome da Flight Level pedimos as nossas
sinceras desculpas.
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
FLIGHT LEVEL missed…
In the previous issue of the Flight Level the article Multilateration appears with a name that does
not correspond to the author. The article is due to the
authorship of our colleague, Bruno Figueira, air traffic controller in Funchal, Aeronautical Engineer and
also a contributor to our magazine. On behalf of Flight
Level we ask our sincere apologies for the mistake.
p.36
HUMOR EM BANDA
por Leonor Ferreira
REVISTA DA APCTA. VOL2#17. OUT10
Associação Portuguesa dos Controladores de Tráfego Aéreo

17 - SINCTA

Transcrição

Documentos relacionados

É tempo de analisar e fazer uma completa reflexão sobre a vida

Questions 1-4 refer to Reading A Reader`s Digest, Sept. 2006

12 de Junho!

Sentinela - Zelia Fonseca

Pedro Campos Costa, Paula Sousa, Louis Mariette, Benoit

Mother Road(Route 66 #1) by Dorothy Garlock

Acesse o poema Lady Lazarus.

Interzone 245(Interzone #245)

Juramento de Maimônides

Confira a mensagem de Dino Cunha à Andamiro, com

european aviation safety agency - EASA