10 years 2001-2011

Special edition l April 2011

Apollinaire Safe airspace thanks to skyguide and the

> Interviews: Daniel Weder and Bernhard Müller > Safety: Safety culture

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> contents

Dossier “Apollinaire”: Interview 04 Full success! 12 Daniel Weder

Interview Safety and 13 Bernhard Müller 14 safety culture

impressum • Editorial collaboration: Steve Donnet, Raimund Fridrich, Maude Rivière, Roger Tschallener (skyguide), Laurent Savary (Swiss Air Force), Thomas Graf (tom+kom) • Photographs: cover Swiss Air Force / Philippe Rey, Thomas Weckemann, Christian Weiss Technological (skyguide), Swiss Air Force, XIIIe Sommet de la Francophonie 16 innovation Montreux 2010 © skyguide – 2001-2011 – Apollinaire /en/800/4.2011

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> editorial 2001-2011 Skyguide completes its fi rst decade It was on 18 August 1999 that Swiss Federal transport sector is particularly sensitive to the Councillors Adolf Ogi and Moritz Leuenberger, general economic mood, and the major eco- ministers of defence and transport respectively, nomic crises of 2001 and 2008 both had a sizea- resolved to integrate Switzerland’s civil and mili- ble and immediate impact on the numbers of tary air navigation services into a single organi- fl ights handled. All in all, air traffi c volumes have sation. Skyguide was duly founded on 1 January grown by only 2.7% in skyguide’s fi rst decade. 2001; and Switzerland became the fi rst country But between 2002 and 2008 – up until the fi nan- in Europe to entrust all its air traffi c manage- cial and economic crisis at the end of the latter ment – including the tactical command of its year – traffi c volumes grew by a far more sub- military jets – to a company organised under stantial 15.5%. Military air traffi c remained private law. One year later, skyguide welcomed stable over the whole period but was subject to 108 new colleagues from the Swiss Air Force. some fl uctuations. And in 2005 skyguide and the Swiss Air Force became the co-habitants of the new Air Naviga- A services agreement with the Air Force tion Center in Wangen, near Dübendorf. Since 2002, skyguide and the Swiss Air Force

WECKEMANN have enshrined their collaboration in a bilateral HOMAS T Delays cut by 80% services agreement which is revised and adapted Zurich control tower: the “Fachstab skyguide” in In the fi rst ten years of its existence, skyguide has each year. Th e approach has proved its worth, action. signifi cantly enhanced its punctuality record. In providing both greater cost transparency and a the 1980s and 1990s, air traffi c volumes had better appreciation of the quality of the services grown so fast that capacity was oft en unable to provided. Th e close collaboration between Swit- cope, and delays frequently resulted at various zerland’s civil and military air navigation ser- points in the system. In its fi rst ten years, sky- vices has also proved its worth, enabling various guide has invested substantially in expanding the airspace protection missions to be fl own existing capacity; and, as a result, the company smoothly and without incident every year (dur- has reduced the numbers of delays attributable to ing the , for air traffi c management by a sizeable 80%. Sky- instance) and as and when required (such as guide today has an excellent punctuality record during the 2008 European Soccer Champion- in any international comparison, and its ships, the G-8 summit in Geneva or the Franco- and Zurich area control centres are among phonie Summit in Montreux). For skyguide, the Europe’s best performers in punctuality terms. Swiss Air Force is a particularly important and reliable partner. An optimised airspace structure and additional controller staff Ready for tomorrow’s challenges Skyguide has achieved these substantial per- Skyguide today is well prepared to meet and formance improvements by fundamentally master the many and varied challenges that are restructuring the airspace under its control, sure to lie ahead. Progress on the FABEC pro- adopting innovative new effi ciency-raising tech- gramme is leading to more and ever-closer con- nologies and signifi cantly expanding its opera- tacts among the air navigation services organisa- tional workforce: the company now has 15% tions of the six FABEC countries. And further more civil air traffi c controllers and provides enhancing air navigation services and continu- instruction for 48% more trainees than it did ten ing to make steady improvements in safety, effi - years ago. ciency and environmental terms are the chal- lenges that are now being tackled together by Sizeable fl uctuations in traffi c volumes skyguide and its fellow FABEC members. Q Air traffi c volumes have shown strongly fl uctu- ating trends in skyguide’s fi rst ten years. Th e air

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> dossier apollinaire

The Air Force and skyguide secured the airspace over the Francophonie Summit in Montreux No fi re in the sky

Heads of states and governments at the 13th Francophonie Summit in Montreux.

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> dossier apollinaire 2001-2011

“Smoke On Th e Water, Fire In Th e Sky” – forty years ago, the rock stars in Deep Purple poured the fi re at the casino in Montreux into their world-famous song – and in the English language! However, the 13th Francophonie Summit was held in October 2010 in Montreux, on the banks of the beautiful Lake Geneva. But this time there were no signs of fi re in the sky. Th e great event, attended by 70 heads of states and governments, passed off without incident in the sky or on the ground. And that does not happen of its own accord. Ten years of daily co-operation between civil and military air navigation services form the foundation for this success. A glance over the shoulders of the air navigation service professionals.

Th e 13th Francophonie Summit was held from airspace over Montreux was secured by the 22 to 24 October 2010 in Montreux, one of the Swiss Air Force and skyguide, a great example most important diplomatic events in Switzer- that demonstrates the success of the daily part- land in recent years. Around 5000 men from nership between the civil and military institu- the army and the police assured the security of tions. Th ere were seven violations of the the 70 heads of states and government as well as restricted airspace zone, but no incidents. the 3000 members of delegations and the 600 journalists. President Nicolas Sarkozy fl ew in from France and prime minister Stephen

Harper from Canada. Th ey and the other heads ORCE F IR

of state were personally welcomed to Switzer- A WISS land by federal president Doris Leuthard. Th e S Hot mission for the Air Force. ONTREUX , M RANCOPHONIE F LA

DE

OMMET S E XIII

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> dossier apollinaire

“Mission: not impossible”

Important events like the Francophonie Sum- mit or the World Economic Forum in Davos

St.Gallen bring special risks with them. It is easy to Altenrhein imagine how the worldwide media would 1 Zurich Kloten Dübendorf report it if the security of the airspace over the Grenchen venue of an international summit meeting

3 was breached. Th e demands on the security Emmen services are gigantic. But, at the same time, Buochs Alpnach civil air traffi c cannot be restricted. In the case of the Francophonie Summit, the narrow PayernePayerne Belp limits of Swiss airspace and the proximity of Montreux to the airport at Geneva posed an enormous challenge to the Swiss Air Force MontMontreuxtreux Geneva and skyguide. Only thanks to the cooperation Cointrin Sion between the military and civil partners, which is tried and tested every day, could such a 2 complex mandate be fulfi lled successfully. Agno And appear almost as light-footed as a rock concert.

Closed zone over Montreux. Civil locations in blue, military locations in yellow.

Bases all over Switzerland All aircraft in service take off from the air force Airspace closed base in . The military air traffi c control- lers in the control tower give them permission Th e air force closed the airspace in a radius of air force base at Payerne. During their airborne to take off. As soon as the pilots have left the 46 kilometres around Montreux and moni- operations, the pilots of the F/A-18 of the Swiss air force base zone, they are taken over by the tored it from the ground and in the air in order Air Force – like their French colleagues in their contollers at the MEZ position in the area control to exclude any threat to summit participants Mirages and Rafales – communicate with the centre in Geneva , from which they are directed from the air. F/A-18 Hornets, PC-7s and Air Defense and Direction Center that sup- to the holding zones. There, they circle in what helicopters were on permanent alert. Th ey are ports them on their tactical missions. are known as temporary segregated areas. If they able to react within the shortest of time if any Th ere is also great activity at . have to make a high-speed interception, they unauthorised aircraft intrudes into the closed Political events of this nature bring a higher and are guided precisely to their targets by the fi gh- area. We will look over the shoulders of the operationally more complex volume of ter controllers in the Air Defense and Direction specialists from the air force and skyguide. air traffi c with them. Th e members of the Center (ADDC) in Dübendorf ‘. Skyguide air Th ey operate from various locations. delegations normally arrive in private aircraft or traffi c controllers also provide support to the on scheduled fl ights. State fl ights are notifi ed by operations centre in Dübendorf during their 550 employees of sky- a Prior Permission Required (PPR), which military refresher courses. guide work here at its necessitates a temporary restriction of opera- headquarters to the tions. A state fl ight transporting a head of west of the character- government enjoys priority. It has right-of-way istic control tower. Th e and may not be delayed. Capacity planning then Area Control Centre Geneva is also here. It becomes essential to prevent longer delays. controls the airspace over western Switzerland David Galley, Verena Reymond and Jérôme and deep into France and Italy. It controls Berchier normally work at the air force base around 3200 fl ights every day, including more in Payerne as military air traffi c controllers. than 500 landings and takeoff s at the interna- However, they do not wear uniform but are tional airport of Geneva-Cointrin. employees of skyguide and so civilians. Today, Military pilots are guided to their operational they are controlling the MEZ and DELTA sec- areas from the MEZ control position in the tors at the outer perimeter of the control area. control room in Geneva and then back to the Th e DELTA sector is responsible, among other

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missions, for civil aircraft in airspace Charlie. Switzerland. Th ey grant takeoff and landing Th at means that the air traffi c controllers stack permissions and guide the pilots within their the civil aircraft so that they comply with control zone. the prescribed minimum separations and do Th e squadrons of jets or helicopters that carry not cut across each other. Th e MEZ position out air police, air defence and air transport controls military aircraft that take off and land missions are based here. All the F/A-18s and in Payerne until they have reached their PC-7s that implement the airspace restrictions planned areas of operation. over Montreux take off from here. In conjunc- tion with the French Armée de l’Air, they moni- Th e Air Defense tor the whole area of Lake Geneva and pursue and Direction Center intrusions into the airspace. 570 members of (ADDC) in the Air the Armed Forces and 19 skyguide employees Navigation Centre at work here in normal times. Dübendorf stands shoulder-to-shoulder with the area control Th e task for Sirus’ is to centre Zurich. Th e Air Navigation Centre is the identify the aircraft in actual nerve-centre of air navigation operations. the closed airspace. As It is operated jointly by the Swiss Air Force and an approach and aero- skyguide. Giant screens in the Air Operation drome controller at Centre show a permanent picture of what is Berne airport, he is very well qualifi ed as he happening in the airspace. Th is “air situation” is controls both civil and military traffi c in the WEISS generated by radar information from the air airspace around Berne. “As a controller in HRISTIAN force and the information that skyguide delivers Berne, I have to deal with very diff erent cus- C in real-time. Th is is the coordination centre tomer profi les”, says Sirus. It’s just this mixture Members of the “Fachstab skyguide”. where the airspace in the region is monitored, of fl ying machines, from private pilots through military surveillance fl ights are coordinated schedule and business jets to air force helicop- with the air navigation services and the eff ective- ters and fi ghters that is the attraction of Belp- ness of operations is analysed. moos and makes him able to carry out such special missions. Th e 30-year old from Berne, Sirus Shojai, 09:15 is one of a group of eight Swiss air traffi c Th e sun is controllers who are militarised by the air force shining. An F/A-18 in case of special regulation of the airspace, military jet reports in. such as the World Economic Forum in Davos David gives it a clear- or the Francophonie Summit. His appearance is ance for FL 190, or per- calm and the military uniform does not stand mission to fl y at fl ight level 19,000 feet. As soon out, as only one among many. Only the insignia as it has reached the height of 13,000 feet, his on his arm tells us what function Sirus is per- colleague in the ADDC in Dübendorf will take forming today: “Fachstab skyguide” or skyguide over the F/A-18. Time and time again, the special staff . Th e military relies on civilian spe- printer next to the radar screen spits out control cialists frequently, when it needs additional per- strips. Civil aircraft fl y in the INI East sectors up sonnel for large-scale operations. Although he to FL 245. Ascending and descending traffi c is wears a uniform during his deployment in the labour-intensive, as crossings have to be control- operations centre at the Francophonie Summit, led in three dimensions. David also knows how Sirus is not a military air traffi c controller or the commercial traffi c fl ying on instruments is fi ghter controller, responsible for tactical air positioned in sector G5. Th is is important, traffi c control, guiding jet pilots to their targets. because his military jets on the way from Pay- Today, the Bernese air traffi c controller is on a erne and back will fl y through this airway. military service refresher course working in the David explains: “We are in constant telephone ADDC in Dübendorf. and radio contact with our colleagues and the pilots. Th e control tower in Payerne tells us that From their desks in an aircraft is taxiing onto the runway and will the control tower, soon take off . Th e operations centre follows landing and takeoff and gives me the prescribed fl ight level and controllers maintain radio frequency. Now I can activate the fl ight an overview of the plan. As soon as the aircraft has reached its runway at the most important air force base in target zone, the frequency changes.” He then

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> dossier apollinaire

them are known as hook missions or freight fl ights with civil helicopters. Nevertheless, the conversion is the greatest challenge of the specialist staff deployments. “Even though we have experience from the WEF and other mili- tary operations, it is only our professional experience that allows us to get used to the local topography, the specifi c working tools and procedures so quickly.” Many of the operations rehearsed by the air force in the days before the big event were, however, not used during the summit. “Happily”, adds the air traffi c controller, “because that would have meant a dangerous serious incident.”

How does French President Nicolas Sarkozy fl y ORCE F IR A to Montreux? WISS S

Jean-Luc Raymond, supervisor of air navigation 09:20 services in Payerne. “As a rule, contacts his colleagues at the French Air Force a head of state fl ies base at Mont-Verdun near Lyon and informs in to the airport at them that this aircraft is fl ying according to Geneva. Th en to plan and that there is no intrusion into the Montreux in a heli- airspace. copter”, David explains to us, “and that is when the ADDC activates the closed zone on the Th e conversion to the Lake Geneva. No other aircraft may be in the diff erent technical sys- airspace. Even aircraft fl ying visually are evacu- tems used by the air ated. As soon as the helicopter has landed, we force now comes easily can free the airspace once again. Our airspace to Sirus. “During our in Switzerland is limited, even in normal times. fi rst military operations a few years ago, we To cater for all users fairly, we are used to work- needed longer to get used to the change. Now ing fl exibly and cooperatively.” we are fully operational in only a few days”, says Sirus. Aft er some theory training on the special Th e supervisor Jean- characteristics of the airspace restrictions in Luc Raymond from Montreux, he continued his training for a skyguide air naviga- further two days until he had mastered all of its tion services also characteristics. “Th e air force and skyguide are works in Payerne: “I now used to working closely together. Th e am the link between the air force, my col- frontiers melt away”, says Sirus about his work leagues in the control tower and the control in the ADDC. centre in Geneva. Th ere, they have no access to Th e airspace in a radius of 25 miles (46 km) the air force fl ight information system. As around Montreux is restricted, but there are supervisor, I coordinate the traffi c directly with still more than 40 fl ight movements per hour. the Chief Flight Operation.” His work during As well as military fl ight traffi c for security and the Francophonie Summit is basically no dif- surveillance fl ights and passenger transport, a ferent from the everyday. “Th e duty hours are few civil aircraft also fl y through this special somewhat longer. During the summit we are airspace. “Th ey have received permission from on duty 24 hours.” Before the integration of the air force in advance otherwise they may not military and civil air navigation services, Jean- fl y into the closed airspace”. Th e majority of Luc was a member of the armed forces. “Our

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working hours were a little more fl exible. Now the direction of Th un. Tactical call sign Mur- as employees of skyguide, we have to respect phy. “With or without post combustion?” Th at the international regulations for civil air traffi c defi nes the speed and is, therefore, important controllers. Th at aff ects personnel deployment for the planning. planning, but the work has not changed.” 10:30 In the squadron building next door, where the A civil helicopter from the Federal pilots are based, the atmosphere is relaxed. Lieu- Aircraft Accident Investigation Bureau is fl ying tenant-Colonel Jérôme “Geronimo” D’Hooghe under instrument fl ight rules. is the squadron commander. He explains that 10:45 the preparations for the operation were par- A C340 from France wants to land ticularly thorough. “Otherwise, it’s almost the in Lausanne. Th e ADDC forbids it from fl ying same as in a military refresher course: the through the closed zone. Th e regulations were commands come from the Air Operation Centre made known very clearly. Anyone who wants a in Dübendorf. But great fl exibility is required. special permission for the closed zone must Our tasks can change very quickly, depending request this with a PPR 24 hours before the on the situation, for example when suddenly we fl ight. Th e aircraft circles, turns round and had to have four F/A-18s permanently in the air fi nally fl ies to Geneva.

instead of two.” Does it not upset him that he has ORCE F

10:50 IR

to stay on the ground while others are able Everything going to plan. Jérôme A WISS to fl y? It doesn’t seem to: “I know the feeling takes a break, Verena takes over DELTA. A S from the many times I have taken part in the glance over the shoulder to the other sectors Pilot briefi ng at the Air Force base of Payerne. WEF. And the younger ones have to get their that are controlled by the area control centre. experience as well.” At this time, there are about 20 aircraft in approch control, and nearly 100 overfl ights. 09:25 Jérôme Everything going to plan. holds the DELTA sec- tor. “Normal ops”, he says, “apart from the closed zone, of course.” Just like in He is responsible for joinings, aircraft that take- off on the visual fl ight rules and then look for a spy thriller an airway through Swiss airspace under instru- ment fl ight rules. During the Francophonie Th e Air Defense and Summit he also controls approaches to Les Direction Center in Eplatures aerodrome in Neuchâtel Canton, Dübendorf, where the joinings for parachute fl ights, visual fl ights in skyguide military air airspace Charlie, coordination with the traffi c controllers, act- approach control in Sion in the Valais and ing as tactical fi ght er controllers, control takeoff s and landings of several instrument Swiss Air Force air police and hot missions fl ights from and to Payerne. Th at sounds a lot. is secret territory. Only those with special “Anyone who thinks that the Francophonie permission may take a look inside it. Summit has swept the heavens clear is making 14:30 a mistake. In Switzerland, there are many more Th e working shift of skyguide aircraft fl ying than you would expect in our supervisor, Th omas Zweifel, in the Air small country. So it’s all the more important Defense and Direction Center of the military that everyone sticks to the rules or the airspace air traffi c control has just begun. Th e ADDC is would be too tight for everyone.” a windowless dark room with numerous work- ing places with radar and computer screens. In 09:30 A PC-7 is fl ying west in the zone. As front of the screens sit men in military uni- a visual fl ight it is autonomous. forms, also employees of skyguide, who other- wise work in civilian clothes. Th ey are under 09:40 An F/A-18 returns to Payerne. Th e the command of the air force for the duration MEZ tells the pilot that the traffi c restrictions of their deployment. do not apply to him. Th e only woman in the room is the liaison offi cer of the French Air Force. She ensures the 10: 10 David is informed by the tower connection with the operations centre in controller in Payerne that a jet is taking off in Lyon. As a counterpart, during the Francopho-

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> dossier apollinaire

nie Summit, two representatives of the Swiss because the actual summit meeting begins the Air Force are stationed in Lyon in the French next morning. Th e information offi cer informs operations centre. Various pieces of informa- them further than the police of canton Vaud tion on the current airspace situation are have knowledge of a wedding in Montreux at projected onto the walls: a radar image of all which it was planned to release sky lanterns. fl ight movements in Swiss airspace, weather “Th at has now been banned by the police”, says information and camera images of the aero- the offi cer. Th e reason: the sky lanterns can rise dromes in the closed airspace. It looks a little to a great height and, depending on the wind like a spy fi lm… and weather conditions, could be a hazard to air traffi c. 14:45 Th e airspace 15:25 restrictions over Mon- Participants are given the details of treux has been active the latest “hot mission”: the evening before, a for a while, but no par- light aircraft had to be intercepted by an air ticular tension can be force PC-7. Th e light aircraft had taken off from felt either in the control tower or on the air Bex aerodrome in a northerly direction even force base. “Th ere are fewer fl ight movements though only takeoff s in a souherly direction than on a normal day”, explains Lieutenant were allowed. Bex aerodrome lies within the Studemann, the base commander, “but the air- restricted airspace. On the instructions of the

SKYGUIDE craft are deployed for longer than on a normal air force, the pilot landed again in Bex and was MEZ/DELTA position in the area control centre day”. Normally, the F/A-18s take off in forma- taken into police custody there. Because this of Geneva. tions of four or eight. Today, the hunter jets incident was already the second breach of the patrol the surveillance zone in pairs. applicable regulations, the federal Department of Defence, Civil Protection and Sport (DDPS) During the summit, as withdrew the approval for special fl ights from well as during the Bex aerodrome. World Economic Fo- If it is not possible to make radio contact with a rums, there are more suspicious aircraft , the air force pilots can make people working in the themselves understood using internationally ADDC than during normal operations. Th ese recognised signals. Usually, however, radio are skyguide employees, military personnel contact can be made. During special operations and militia soldiers deployed in the ADDC such as the Francophonie Summit, air force during their military refresher courses. Th eir pilots carry a board with the words “Emer- tasks are very varied: they control fl ights gency frequency 121.5 Mhz” that they can through the zone with air traffi c restrictions, show to the pilot if need be. support the Swiss Air Force pilots on operation and give them instructions, are in contact with Th ere is an air of con- ground troops, police forces, aerodromes and centrated calm in the representatives of foreign air forces. Th ey con- control tower in Pay- trol radars for the identifi cation of aircraft and erne. Th e Commander view images and recordings taken from the In Chief and the Chief ground. Flight Operation of the air force are working in the command centre of fl ying services with one 15:00 Th omas Zweifel attends the shift eye on the overall airspace situation in Switzer- briefi ng, held in a meeting room outside the land. Th ere is a constant fl ow of pilots who col- ADDC. Th e air force Chief Air Defense on duty, lect current information before joining their tells those present what they can expect in the aircraft . coming hours. First the weather: it will continue “I oversee the deployment of the aircraft . If an to be cloudy but the cloud cover will rise to a aircraft has a technical problem, I must decide greater height. Th at will restrict visibility: the air what is to be done”, explains Major Th omas force F/A-18s will have to fl y under the clouds. “Pipo” Peier, now Commander In Chief. Th e Chief Flight Operation directs fl ight operations 15:20 Th e information offi cer explains and fl ight services. A funeral will be held this which guests are expected that evening. Most aft ernoon in Bussy and he tells pilots at which participants will arrive on Friday evening time they should avoid taking off .

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We always undergo a few days training before The French report each deployment. Several scenarios are played out”, Th omas explains. He adds: “It is almost a suspicious aircraft more strenuous than the deployment dur- 15:45 ing the actual summit meeting. It is the most Thomas intensive.” Zweifel returns to During the training days, various threat scena- the Air Defense and rios and the whole chain of command and Direction Center and decision-making are played out. Th e head of relieves his predeces- the federal Department of Defence, Civil Pro- sor. Th e latter summarises the events of the tection and Sport (DDPS) also takes part in past half hour for him. Th ey say goodbye and the exercises because the Federal Council is the body that must decide on a possible shoot- Th omas takes his place in front of the radar ing down. Th e head of the DDPS – the Swiss screen and puts on his headset. As supervisor, defence minister – is accompanied by an air he issues instructions to the military air traffi c force offi cer at all times. “For every unauthor- controllers and movement control. He is also ised incursion, we in the ADDC must contact the link to the Chief Air Defense, the actual the accompanying offi cer and issue a situation head of the room. Movement control is a unit assessment at regular intervals. So we would lose no time in case of escalation, if a genuine

made up of military and civil air traffi c control- ORCE F IR

lers doing their military service in the ADDC. threat does arise”, says Th omas. A WISS It is their job to identify fl ights through the S restricted airspace and, when they have The Swiss Air Force trains with their French colleagues. checked the aircraft successfully, to issue the through-fl ight permission. Every civil aircraft Luckily, no serious that wants to fl y through the restricted zone during the summit must be accredited by the incident deployment air force in advance. Without prior notifi cation, necessary no through-fl ight permission will be issued. 16:27 16:07 Th e French Air Force reports a “sus- Th e story of the suspicious aircraft pect”, a suspicious aircraft . It cannot be seen on has, so to say, disappeared into thin air – the Th omas Zweifel’s radar screen. He discusses the helicopter has probably landed somewhere in situation with the Chief Air Defense. Th ey the meantime. If an unidentifi ed aircraft or one decide to send in an F/A-18. Perhaps it can pick whose transponder or radio does not react up something on its radar. “Th e F/A-18 should enters the closed zone without authorisation, it descend at Aigle, Vaud into Tal in the Valais”, will be intercepted. Th e jargon for this is “inter- Th omas tells the duty military controllers. And ception”. In such a case, internationally defi ned adds: “We have only a 1605 at 242 20.” Trans- procedures are implemented. Every pilot lated, that means there is an unidentifi ed air- knows them. In the extreme case, an intercep- craft at 242 degrees and 20 miles from the cen- tion could end with the intruder being shot tre of the closed zone. 1605 represents a down. Happily it did not come to that. Never- transponder code. Th omas contacts his col- theless, seven unauthorised intruders were leagues in the operations centre in Lyon to intercepted during the summit. learn more. Apparently a green-white helicop- 16:43 ter had been sighted. On the Swiss side, there is Th omas Zweifel looks at the radar still nothing to be seen. screen once more. He still has a little more than fi ve hours of duty in the ADDC before the end of his shift .

A genuine threat Th e air stayed “clean” over Montreux. Before, during and aft er the Francophonie Summit. or an error? No smoke on the water, no fi re in the sky. What happens when the situation comes to Th at probably will not make musical history. a head, when a suspicion suddenly becomes But from the skyguide point of view, the a genuine threat? How do they handle the mission was a success story that rocks almost pressure? “We are prepared for such situations. as well. Q

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> interview

After ten years of skyguide and ten

Daniel Weder, CEO skyguide

In 2011, the Swiss air navigation service processes. Mutual understanding is growing Has the integration being completed or, if provider, skyguide, is celebrating its tenth because we follow a shared corporate strategy it is to go further, where will the building anniversary as a company for the provision and have developed a safety management sys- sites be in the future? of civil and military air navigation services. tem that applies to all. Mutual understanding What has the integration brought for the is very, very important. We will do more to D. Weder: Yes, purely functionally, it has been users of airspace, especially for the Swiss further this in the future. completed. But there is always the potential for Air Force and for skyguide? What is the most improvement. To identify the areas of potential signifi cant outcome of the integration? Would we go through the integration and, above all, to realise them is the task for process again? Has the effort been “skyguide national”. We have created this busi- D. Weder: We understand our diff erent roles worthwhile? ness unit which specialises in air navigation and needs much better than we did 10 years services in the lower airspace and the military ago. Since we have been working under one D. Weder: Certainly. We have initiated some- area. Looking at all our processes and the roof with the Air Force in Dübendorf, we have thing that is unique throughout the whole of creation of a consolidated strategy with our been able to intensify our networking with the Europe and which helps Switzerland to manage partners will enable us to concentrate more Air Force. It has become a genuine partnership. its very limited airspace effi ciently and fl exibly. closely on their special needs. But I want to If we take a look beyond our borders, we can Air navigation services from a single source, say in this respect that we may have created a get an idea of what this relationship has brought meaning not only better coordination but the separate business unit but it is still fully joined for the fl exible organisation of our airspace. binding of air navigation services into the in to the company. You could put this in a more Th e fact that we in Switzerland can carry out sovereign tasks of the Air Force, is still new belligerent way: “united we stand – divided we such complex missions as the WEF and the ground for many countries. Today, everyone is fall”. Th at applies both to the business unit and Francophonie Summit with no restriction on aware that the SES depends heavily on whether to our partnership with the Air Force. I will do civil air traffi c is due in part to integration. those responsible for the military and the civil everything I can to ensure that the integration air navigation services can work together to develops continuously, to the benefi t of the Air How has the integration changed the restructure the airspace. Skyguide is an exam- Force and the benefi t of civil air navigation relationships between civil and military ple from which the others can learn. services. Q air traffi c controllers?

D. Weder: I don’t know what the situation was earlier, because I’ve only been with skyguide for SKYGUIDE a few years. So it’s diffi cult for me to judge to what extent the relationship between air traffi c controllers has changed. Of course, we meet each other within the building or on joint courses. But the operational work is mostly carried out in the two separate centres. Civil air traffi c controllers have no access to the military part. We must not forget that the controllers in the Air Defense and Direction Center not only carry out military air traffi c control duties, they also perform “air defense”, directing aircraft to their targets and supporting military missions. Th at is a rather diff erent task compared to purely civil missions. Th e same applies, of course, to military aerodromes but there, there is a greater mixture of military and civil tasks. So we’ll probably never have any civil-military “single culture”. We benefi t from synergies among the air traffi c controllers, but we gain most of all in the preparation and planning

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> interview 2001-2011 years of integration: what next? Bernhard Müller, Chief of Air Force Operations

both the institutional and the personal level, ORCE Major General Bernhard Müller, Deputy F IR Commander of the Swiss Air Force and and take full advantage – in all our interests – A WISS Chief of Air Force Operations, on collabo- of the benefi ts our integration off ers. S ration with skyguide. What benefi ts has the civil/military integration delivered for Has the integration been worth all the airspace users in general and the Swiss Air hard work? If you could turn back time, Force in particular? would you do it again?

B. Müller: For airspace users and the Federal B. Müller: lot of our Air Force people were very Offi ce of Civil Aviation, the integration of our sceptical. Our military cadres found it hard to civil and military air navigation services has see why we should entrust major elements of simplifi ed all the processes, as they now only our Air Force operations like fi ghter control to have to deal with one service provider. For employees of a civilian company, even one that skyguide and the Swiss Air Force it’s a unique was owned by the state. But the Air Force fully opportunity. If you’re to police your airspace acknowledges the strategic need to do so. Th e eff ectively, you must have instant access to any unique structures and processes we have jointly part of it at any time, to get the policing unit to created really help us to use Switzerland’s very the aircraft that has aroused your suspicions as limited airspace as effi ciently and fl exibly as quickly as possible. Doing so requires optimum possible while still enabling the Air Force to collaboration between the civil and military perform its state-appointed mission. projects. And that will be a tremendous advan- air traffi c controllers involved. Th e “restricted tage in the future competition among the conti- area” that was created recently when Russia’s Is the integration now fi nished? And if not, nent’s ANS providers. I doubt, though, that president paid a state visit to Switzerland is what work still needs to be done? we’re going to see a similar kind of total civil/ a good example of how these joint civil/mili- military integration at any other state any time tary operations can perform such state duties B. Müller: Th e integration project has been soon. Th at would aff ect not only the sovereign in the shortest of times and, in doing so, meet completed, but the process is far from fi nished. operations of the states concerned but NATO’s the expectations of the Swiss Confederation, We still see a lot of potential for improvement. operations, too. What I could imagine seeing which is the ultimate owner of both the Swiss Th is is primarily a management task. For over a is a greater emphasis on areas like training and Air Force and the country’s ANS provider. year now we’ve been holding regular high-level technology. Aft er all, joint standards are a vital meetings between skyguide and the Air Force. component in optimising safety and effi ciency. What impact has the integration had on Skyguide’s top management appreciates that, relations between the Swiss Air Force and through the integration, it has also acquired a How does Switzerland’s integration the air navigation services? responsibility to further develop the military compare to other collaboration models in part of its operations. Th e operational air traf- Europe? B. Müller: Th e change is tending to happen fi c competence is something that needs to be top-down – and it’s happening pretty slowly, further developed and refi ned companywide. B. Müller: Most of these collaborations are I feel. It’s only since we’ve been together in And we can benefi t from each other not only in centred on fl ights from an air base to a training Dübendorf under the same roof that our people terms of technological development – as we are area or from one air base to another, though have really “got closer”; and we are seeing more doing in the CHIPS project, for instance – but they sometimes extend to approach and tower contacts among them at break times, too. At in our operational collaborations, too. functions, too. Th ese en-route activities are the management level I’d say we already have either entrusted to civil ATC or are provided a genuine partnership. Looking ahead, I hope What impact are developments on the by a mixed civil-and-military controller team. that technological developments in areas like European stage having on the integration? What’s unique about our Swiss model is the remote control and the virtual centre will help Are they helping or hindering it? way we’ve delegated all the air traffi c man- to further promote reciprocal understanding agement expertise and functions to skyguide – and appreciation at all levels, and will generally B. Müller: Th e developments on the Single even that of the tactical fi ghter controller at the extend our collaborations. Th e civil and mili- European Sky and FABEC fronts only under- Air Defense and Direction Center. Q tary sides may still have diff erent objectives, line how vital this integration was. It’s also put but we do need to intensify our relations at us years ahead of our partner states in these

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> safety Safety and safety cultur Simon Maurer, Head of Safety, Security, Quality

How does skyguide defi ne safety and On the other hand, “the line”, primarily the air safety culture? navigation service operation and technology departments, retains responsibility for the S. Maurer: Skyguide has the task of providing assurance of safety in daily operations. Th at is safe and effi cient air navigation services. Safety obvious in relation to air traffi c controllers and remains our most important watchword, under air navigation service technicians, but also the motto “Safety is not everything, but without applies to line management. Here, the Safety safety there is nothing”. department has the task of supporting the line In our complex environment, safety can only in the broadest sense in the fulfi lment of its be guaranteed with a commensurately complex safety responsibility, while avoiding the confu- palette of rules, activities, roles and responsi- sion of responsibilities. bilities which must extend across all levels, not only within the skyguide enterprise but to all Can you explain how that happens stakeholder groups. specifi cally? Today, air navigation service provision is regulated and controlled by a dense network S. Maurer: Two signifi cant safety “products” of national and international prescriptions which also have to meet regulatory prescrip- with which, of course, skyguide must comply tions are safety assessments of system modifi - to the fullest extent possible. But for a company cations and the investigation of any incidents that has set itself very high goals in the area that occur. of safety, it is not enough simply to comply Safety assessments are moderated by the with the rules. Skyguide’s activities in the area experts from the Safety department, but the of safety penetrated deep into its corporate expertise is provided by air traffi c controllers culture – with the object of anchoring the or technicians, in other words, the line. System demands of safety deeply into all levels of the modifi cations are assessed for risks in accord- company. ance with international standards before they are implemented and the risks reduced by How does skyguide do that? appropriate measures if need be. In the end, line management receives a document that not S. Maurer: Skyguide decided some years ago to only satisfi es the regulatory prescriptions and And what do we mean by safety culture? create a central Safety department, whose head has been approved by the FOCA as evidence is a member of the executive board. Th e cen- that the change is “acceptably safe”, but also S. Maurer: Th e safety culture is a signifi cant tralisation of safety-relevant activities brings represents a basis on which safety decisions can factor for success. All regulations, products and many advantages as well as certain challenges be made. processes are useless if the great majority of all with it. One important aspect of this is the clear Th e Safety department investigates malfunc- employees at all levels of the company do not defi nition of roles and responsibilities. Th rough tions and incidents which must be reported by have a good understanding of certain aspects of the concentration of its resources, the Safety air traffi c controllers. Th e independence of the safety and want to promote safety. Th at is why department and its 30 specialists are able to investigation allows, fi rst, a protected, safety- it is important that safety is not considered in maintain the consistency of safety-relevant oriented discussion with those involved, which isolation, but as an integral part of the corpo- activities and products at a high level. Th e also serves as protection for them, and then as rate culture and is expressed every day by all central contact to the supervisory authority, the objective a description as possible of the inci- employees. Here too, the Safety department FOCA, also plays an important role. Th eir dent and the fi ndings from it as well as the tries to play a central role. It wants to develop independence from line activities also allows defi nition of safety recommendations. Th e methods, initiatives and the like that will make our experts to put safety aspects clearly before “product”, the investigation report and its it possible for the company to continue to other demands, such as fi nance or production recommendations is, in turn, passed on to line develop and to internalise the safety culture. and capacity, and to keep them separate and management to assist the defi nition and imple- Th e safety culture cannot be bought off -the- independent. mentation of improvements. peg. It is a question of values, attitudes and

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> xxxxxx 2001-2011 e at skyguide

the environment. Th e demands on it change lead to an improvement in all four areas. Our FABEC programme are striving towards a har- constantly and depend to a signifi cant extent safety experts try, whenever possible, to make a monisation of European air navigation service on the development of the company in other contribution to this end. provision. From the safety aspect, this is uncon- areas. However, there are fi nancial and time pressures ditionally desirable in the long term. But in the on performance levels that can aff ect the man- short term, such projects can generate addi- What challenges await the Safety ner in which our employees work. Th e safety tional workload. As confi rmed by internal and department in the future? culture must be constantly renewed and international surveys and comparisons, in encouraged so that these pressures cannot put terms of safety, skyguide is making constant S. Maurer: Th ere are many of them. Safety does limitations on safety. progress in the right direction and is in a good not exist in a vacuum: the demands of cost- Many causes of the pressures are, however, to position internationally. But, in the area of effi ciency, capacity and sustainability are be found in the complex environment in which safety as well as other areas, we are never equally as valid. It is a matter of integrating skyguide operates and can be infl uenced by the “fi nished” but rather constant and continuous them together in order to fi nd an overall opti- company either not at all or only indirectly improvement must be our goal. Q mum. Th is is at the core of the corporate cul- with a great eff ort. Th e many varied and ture of skyguide as a High Reliability Organisa- frequently contradictory, demands of other tion. All four aspects must be in equilibrium. stakeholder groups within the aviation system, A reduction of the undoubted over-complexity politics and the public represent great chal- in the air navigation service system today will lenges. Th e Single European Sky and the

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> innovation

Technological innovation in air navigation services Robert Stadler, Head of Engineering & Technical Services

The skyguide Engineering & Technical What does that mean specifi cally? innovation and that is in the interfaces between Service department has the responsibility, What has been achieved and what has control systems and decision-making aids for among other things, for maintaining the still to be done? air traffi c controllers. Our stripless system that air navigation services infrastructure. is used to control the upper airspace in the What is the outlook for the development R. Stadler: In the CHIPS programme, we are Geneva area control centre has no equal and we of new technologies? Is skyguide open working on new landing and takeoff procedures will be implementing it in all sectors of our two to new solutions? which will use satellite signals. Th e technology area control centres as the next step. known as the ground-based augmentation sys- R. Stadler: Skyguide is not only open, but it is tem (GABS) is being implemented in various Does this have an effect on its responsibility to seek new solutions and to countries at the moment. In Switzerland, with the organisation? implement them in air navigation service oper- its challenging topography, we are engaged at ations. Th at is why we have created the CHIPS present in determining the limits of its usabi- R. Stadler: We now want to cooperate to a programme (CH Implementation Program for lity. Various GPS-based procedures, such as greater extent, in particular with our FABEC SESAR related Objectives) that we use to drive for helicopter approaches to the Inselspital in partners, on the realisation of technology forward the introduction of new technologies, Berne, are well advanced and a military pro- projects. We will also be seeking close cor- in cooperation with FOCA, the Air Force, air- cedure has already been launched successfully poration with industrial partners on selected ports, airlines and other associations. Th e focus in connection with the Francophonie Summit. projects. Q of CHIPS is on satellite-supported landing and In one other area we are at the leading edge of takeoff procedures. Th ese will replace conven- tional navigation systems in the longer term, with the objective of making procedures more SKYGUIDE effi cient and more fl exible. But before we go on to further development, we must ensure that the existing system functions perfectly. So we work on the motto of “run before change”. Th at is refl ected in our organisation, where around CHF 91 million will be invested in operations and CHF 23 million in further development.

Is navigation technology the focus of the new developments?

R. Stadler: No, there will be new technologies in all areas of air navigation service provision. Information technology has developed enor- mously in recent years. At present, we exploit only a minute fraction of the potential for our purposes. Our business is strongly segmen- ted and regulated nationally. Th is and the fact that air navigation service provision is a very small market are the reasons why the imple- mentation of new technologies goes so slowly. Information technology will, however, trigger an impulse in all ATM-relevant technologies which will bring about a profound change in the environment.

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