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I must confess that I did not prepare a paper for presentation at this event for some reasons, which will manifest in the course of this presentation. I only did some editing of materials or resources that are readily available. I have as much as possible maintained the integrity of the original to avoid inadvertent misrepresentation. Thus, I seek to guide us through some of them. I believe where I err, there are enough veterans and senior professional colleagues and doyens of ATC that should straighten out things. Therefore, as far as this presentation is concerned, I am only an editor.

Changes are upon us and they are amply encapsulated in the new CNS/ATM concept and its elements. These changes became imperative in the light of the deficiencies identified with the current system that is being phased out. However, these changes have apparently been developed without significant contributions by most of the developing regions of the world. Consequently, we are just striving to even understand these concepts and to implement them appropriately.

Our airlines complain of the huge costs incurred in the maintenance of their fleets, as they have to procure all their spares from abroad in hard currency. They also have to send all their pilots abroad for recurrency, as we do not have such facilities in the country. All the statutory regular checks are undertaken abroad as we lack the expertise and facilities to do that locally.

Similarly, most of the airports infrastructure provided for the basic operations of the services expected of an airport are procured from elsewhere with insignificant local input. The buildings are often constructed by foreign firms; the facilities installed therein are mostly procured abroad with ancillaries equally sourced from other sources. Again, hard earned forex is expended in the procurement of these required airport facilities and services.
Based on the current happenings, is there any indication that this scenario would change in the near future? The pioneers and their successors dreamt dreams and had the courage to give practical expression to some of their dreams. Unfortunately, their modest legacies appear to have been lost while our current priorities seem to be mundane.

Introduction Aviation was born on the 17th December 1903 at Kitty hawk, North Carolina United States of America when Wilbur and Orville Wright took a leap of faith into the air. Their aircraft, "the Flyer" flew for a significant 12 seconds covering a distance of 120ft.Since then, other adventurers and men of character all over Europe, Australia and America have followed on the feat of the Wright brothers and the phenomenal impact is still unfolding. Twenty-two years later (1925) the first flight in Nigeria was recorded in Kano signaling the commencement of Aviation in the country. Air Traffic control developed as a result of the remarkable increase in the number of aircraft in the air. What is air traffic control?

"Air traffic control is one of the world's youngest professions. Like many modern professions, it has developed from the humblest beginnings into a highly sophisticated and technology dependent occupation. With air traffic control (ATC) there was no big bang; it wasn't discovered or invented but it has evolved gradually driven by need. Circumstances have dictated that it developed slightly differently from region to region, from country to country and even from city to city. The basic principles remain the same, however, whether one is using highly sophisticated synthetic radar displays and employing satellite communications or making do with antiquated procedural control methods with World war two vintage HF radio equipment." - Neil Vidler

EXISTING LIMITATIONS TO THE PROVISION OF AIR TRAFFIC SERVICES IN 2000

The limitations of the current ATM system results in inefficient aircraft operations.
These inefficiencies include but are not limited to the:

Requirement to fly circuitous departure and arrival procedures
Exclusion of civil air traffic from airspace reserved for defence purposes
Indirect fixed routes between destinations
Excessive system related ground and enroute delays
Operation of aircraft at inefficient altitudes, speeds, and in unfavourable winds
Insufficient flexibility to permit optimum management of weather -related disruptions to airline operations.

Similarly, the ATM system has limitations that may occur at different times and places. These limitations include but are not restricted to:

Disparate services and procedures resulting from differing systems and limited system and decision support tools
A reliance on increasingly congested voice radio communication for air ground exchanges
Rigid airspace divisions and route structures which do not allow the totality of ATM resources to be used to best effect
Limited collaborative planning between ATM, aerodrome operating authorities and aircraft operators
Less than optimum use of scarce resources such as airspace and aerodrome airside capacity
Limited facilities for real time information exchange between ATM, aerodrome and aircraft operators, resulting in less that optimal responses to real-time events and changes in the users' operational requirements
The limited ability to maximize benefits for aircraft with advanced avionics
The long times involved in developing and deploying improved systems in aircraft fleets or in ground infrastructure.

REQUIREMENTS OF THE IDEAL SYSTEM

Access and equity- an operating environment should be established such no user would be shut out from access to ATM resources required for its operations. Equity should be ensured such that the first aircraft ready to use any ATM resource receives priority except for significant overall safety or system operational efficiency would accrue or national defense considerations dictate a different basis for prioritization.
Capacity - The global ATM system should meet user demands at peak periods and at all locations without impeding traffic flow. It must respond to forecast traffic growth along with attendant increases in efficiency, flexibility and predictability without any adverse impacts.
Cost effectiveness - ICAO guidelines and policies on user charges should be followed. The various interests of the Atm community should be balanced cost effectively.
Efficiency - implies operational and economic cost effectiveness of gate-gate flight operations from a single flight perspective. Airspace users will normally want to depart and arrive at their most convenient times and fly trajectories they determine to be optimal in all phases of flight
Environment - protection from noise, gaseous emissions and any environmental issues in the implementation of global Atm system
Flexibility - ability by all airspace users to change flight trajectories dynamically and adjust departure and arrival times to enable exploitation of operational opportunities as they occur
Global interoperability - the ATM system should be based on same standards and uniform principles to ensure technical and operational interoperability of ATM systems and facilitate homogenous and non -discriminatory regional traffic flows
ATM Community participation - the community should be continuously involved in the planning, operation and implementation of the system to ensure the evolution of the global ATM system that would meet the expectations of the community.
Predictability - providers to provide consistent and dependable levels of performance, which is essential for scheduling.
Safety - still the highest priority in aviation and ATM plays a crucial role in ensuring overall aviation safety. Uniform safety standards and risk and safety management practices should be applied systematically to the whole system.
Security - protection against threats stemming fro intentional and non-intentional acts affecting aircraft, people or installations on the ground.

CNS/ATM Concept

COMMUNICATION

Communication services enable pilots and air traffic controllers to communicate with each other using voice and data and allow automated air traffic management systems to communicate with each other and with equipment installed on aircraft.

Voice Communication
Voice communication between air traffic services and pilots is presently based on radio communication. The main radio type used is VHF, with occasional use of HF. Radio transmitters/receivers are located on the ground at airports and are used by control towers and ACC for control of traffic and provision of aeronautical information and by FIS for passing information to aircraft.

Satellite Voice Communication
Satellite voice communication is presently very expensive and standards for its use in air traffic control have not matured, although SARPS for use of satellite communication for datalink are available. With the increasing use of satellite voice communication by airline passengers, the availability of cockpit terminations and greater availability of satellite systems, costs are expected to reduce significantly in the future.

Data Communications
There will be increased reliance on the use of data communications, throughout the world, between aircraft systems and ground based air traffic management systems. Already several national systems elsewhere are using datalink communication for air traffic management purposes. A global standard data network called the Aeronautical Telecommunications Network (ATN) is planned and will be introduced during the planning period. Aeronautical Telecommunications Network (ATN) The ATN is a data communications network which allows for full interoperability between different aeronautical systems or networks through air ground and ground to ground data links. Examples of aeronautical systems or applications which may connect to the ATN include: VHF and satellite data links, AFTN, aircraft systems, air traffic management systems and airline control offices.
The ATN architecture is based on the Open Systems Interconnection (OSI) reference model of the International Standardisation Organisation. A series of communication routers installed on aircraft and on the ground interface with the aeronautical communication systems and networks and use a global network addressing structure through which data flows. Data Linking

Presently message data are exchanged with adjacent States using the AFTN system. Coordination with adjacent States is a manual process using voice communication and messages on the AFTN. As more sophisticated air traffic systems are introduced in the region there will be a growing requirement for data linking between adjacent air traffic management systems.

Air Ground Data Linking
There are a variety of air ground data link options available, the main ones being: Mode S, VHF data link, satellite data link and HF data link. Of these VHF data link is the least expensive option. VHF data linking consists of a network of ground VHF stations, data routers and VHF equipment on the aircraft which connects the aircraft flight management system or a data link terminal. The Air ground data linking allows air traffic management systems to exchange data with aircraft flight management systems or aircraft data displays. The main applications for the datalink include automatic position reporting including ADS/B, direct controller to pilot messages including coordination, the transmission and retrieval of aeronautical information and provision of GNSS position correction data.

ATIS
The Automatic Terminal Information Service (ATIS) broadcasts meteorological and aeronautical information concerning a particular airport in voice over a radio channel. It is possible to also provide ATIS in a digital format via datalink.

NAVIGATION

Satellite Based Systems
The term Global Navigation Satellite System is used to describe the combination of satellite constellations and terrestrial infrastructure used by aviation for navigation purposes. Satellite navigation is based on updated positional information in four dimensions (latitude, longitude, elevation and time) based on a receiver measuring the time taken to receive signals from a number of satellites. The receiver must be able to receive a signal from at least four satellites to determine a specific position, although more are preferred.
At present the main component of the system is the Global Positioning System (GPS) operated by the United States. The system was declared fully operational for civil aviation use in 1995. Other satellite networks such a Gallileo (operated by the European Union) and the Global Orbiting Navigation Satellite System (GLONASS, operated by the Russian Federation) may also form part of the GNSS, along with augmentation systems such as the US based Wide Area Augmentation System (WAAS), or the European EGNOS. Other systems may be added to provide the total GNSS. Ground based augmentation and differential signals are also available.

Augmentation
To overcome inherent system limitations and to meet the performance requirements (accuracy, integrity, availability and continuity of service) for all phases of flight, GPS and GLONASS require varying degrees of augmentation. Augmentation may be aircraft-based, satellite-based or ground-based.

Aircraft Based Augmentation
One type of aircraft based augmentation systems is Receiver Autonomous Integrity Monitoring (RAIM). This is possible if there are four or more satellites with suitable geometry in view. Based on comparison of information received from the satellites independent positions are calculated and the position from a faulty satellite can be excluded from position determination calculations.

Space Based Augmentation
The elements of a space based augmentation system are a network of ground reference stations, a master station, geostationary satellites and supporting communications systems. The reference stations monitor all satellites in view and relay information on the GPS signals to the master station, which generates correction and integrity messages. These are sent to aircraft via geostationary communications satellites.

Ground Based Augmentation
For ground based augmentation a monitor is located at or near the airport. Signals are sent directly to aircraft in the vicinity. These signals provide corrections that increase position accuracy as well as satellite integrity information.

Aircraft Navigation Systems
Most aircraft are presently fitted with a variety of instruments, which interact with ground-based equipment such as VOR, NDB, DME and ILS. A variety of GNSS receivers are available. Internal reference systems and inertial navigation systems are fitted to a number of aircraft. These all provide navigation information which is used to determine the position of the aircraft with varying degrees of accuracy and for different navigation needs.
For use in non precision and precision approaches, or if connected to an aircraft flight management system, GNSS receivers require some form of system integrity checking. This is achieved by the use of Receiver Autonomous Integrity Monitoring (RAIM). It is expected NCAA will require the use of GNSS receivers covered by the provisions of at least the US Federal Aviation Administration's Technical Service Order C129 to ensure receivers meet the requirements of both RAIM and coordinate input by quality assured data cards.
ICAO have endorsed the concept of a "required navigation performance" or RNP. This defines the maximum deviation from the assigned track within a given degree of probability. In the future aircraft will be able to fly in specifically designated RNP airspace provided they are capable of maintaining at least that RNP specified for the airspace.

SURVEILLANCE Surveillance services enable other pilots and air traffic controllers to know the position of aircraft in a specific airspace.

Primary Surveillance Radar
Primary Surveillance Radars (PSR) are independent surveillance systems because they do not need an active participation or electronic equipment on the aircraft. The ground based equipment has a rotating antenna which transmits pulses which are reflected back from the aircraft and detected by the radar. The system provides information on the bearing and distance from the aircraft to the radar site. This information is displayed in control facilities, often in combination with secondary radar information. Primary radar coverage is limited to line-of-site and is less than that achievable using SSR because of the need for the pulse to have sufficient energy for the reflected portion to return to the radar for detection.
Primary radar is useful in detecting aircraft not carrying SSR transponders or with failed transponders. The main advantage of having PSR coverage in terminal areas is to reduce the risk, in busy airspace, of not detecting aircraft because of a failure of the SSR transponder or of aircraft not fitted with a transponder.
PSR equipment is considerably more expensive than SSR equipment.

Secondary Surveillance Radar
Secondary surveillance radar (SSR) interrogates transponders installed on aircraft. A Mode A type of transponder provides information on the aircraft position and identification and a Mode C transponder additionally provides height information. Mode S transponders are also available. These provide additional information on the aircraft and may be used for data linking. The system is dependent on the transponder on the aircraft working at all times. Because of the use of transponders in TCAS, their use is often mandated in terminal areas.
This is the case in Nigeria. Some surveillance and navigation systems, apart from SSR radars, have been recently developed. These make use of information from aircraft SSR transponders. These include TCAS, Multilateration and transponder landing systems (TLS).

Multilateration
Multilateration involves the reception of the transponder signals by a network of ground stations, which resolves the signals to provide a very accurate surveillance picture. This may be used for ASDE or for wider applications such as terminal area or wider surveillance or precision runway monitors. By careful siting of the ground stations it is possible to remove any shadows in the coverage. Typically, multilateration systems are less expensive in providing equivalent coverage than conventional SSR radar. This is particularly the case for airspace in which the carriage of transponders has been mandated in support of TCAS.

Airport Surface Detection Equipment
Airport surface detection equipment (ASDE) is the surveillance element of the advanced surface movement guidance and control system (ASMGCS). ADSE is used to provide surveillance of aircraft and vehicles on the runway and taxiway areas of an airport. It is installed at busy airports with multiple runways and taxiways where there is a high incidence of poor visibility conditions.

Automatic Dependent Surveillance
Automatic dependent surveillance (ADS) involves the automatic delivery of aircraft position information from the aircraft to an air traffic management system via some form of data link. It is dependent on the appropriate equipment being installed on the aircraft. A variety of data link options are available and these are discussed in detail in 0
Air Ground Data Linking. Several aircraft currently using Nigerian airspace are equipped to provide ADS information.
ADS surveillance can be based on either the establishment of "contracts" between the ATM system and aircraft (ADS/C) or by the routine broadcast (or squitting) of ADS data (ADS/B).

ADS/C
With ADS/C only ground systems, which have established a contract with a particular aircraft, are able to interrogate the data from that aircraft. There is a finite limit (nominally 4) to the number of active contracts an aircraft can have active simultaneously. Typically, ADS/C data is passed via VHF data link or satellite data link, although Mode S SSR systems may be used to provide the data link. The ADS/C contracts may be varied dynamically to suit specific real-time ATM scenarios. ADS/C avionics equipment for an aircraft is relatively expensive. In addition to having a connection to a suitable data link network (in the future, the ATN, although other less sophisticated systems are currently available), ATM systems must be configured to manage and interpret and display ADS data.
A wide range of information on aircraft position, intent and conditions can be passed in an ADS report. The information received is determined by the detail of the individual contract established between the aircraft and the ATM system. It is possible to establish a contract for receipt of periodic ADS report from an aircraft or when one or more parameters changes, or a combination of such reports.

ADS/B
Any ground station, which is equipped with a suitable receiver and within range, can receive ADS/B data from an aircraft, which is squitting. In some applications a network of receive only ground stations (ROGS) is used to gather surveillance information from participating aircraft and provide that data to the national ATM system.
Simple ADS/B avionics for aircraft, which are relatively inexpensive, are expected to be available from early 2004. ADS/B provides a much less expensive means of dependent surveillance, particularly at lower levels, than conventional SSR. This is the case even when aircraft equipment costs are considered. With careful siting of the ROGS it is possible to obtain surveillance of a wide area without many of the coverage limitations inherent in conventional SSR. This is particularly useful for surveillance of low level airspace. The CNS/ATM WG will consider the use of ADS/B for surveillance of the busy low level airspace used in support of petroleum exploration and mining in 2005. This may be preceded by a trial of ADS/B in Q4/2004.

Airborne Collision Avoidance Systems
Most large passenger aircraft and many other aircraft are fitted with airborne collision avoidance systems, normally referred to as traffic collision avoidance systems (TCAS). These systems interact with the SSR transponder in aircraft operating nearby and warn the pilot of impending collisions and the appropriate action to avoid the collision. TCAS operates in three dimensions.
The modern systems provide an initial traffic advisory (TA) warning when the other aircraft enters a predefined bubble of airspace around the sensing aircraft. This is followed, if needed, by a resolution advisory (RA) when the other aircraft poses an immediate risk of collision. It is common for company procedures to mandate that pilots respond in accordance with any RA received.

Air Traffic Management
An air traffic control (ATC) service entails the provision of positive control to separate aircraft in controlled airspace to a defined standard. ATC separation is the generic term used to describe action taken on the part of ATC in each circumstance in order to keep aircraft at such distances from each other that there is no risk of collision.
An essential concept in the modern application CNS/ATM is that the generic function of air traffic control moves from a priority for dynamic monitoring and intervention in a tactical sense based on a set of rigid procedures to more of a strategic basis of "management". This involves procedures and airspace design to provide separation assurance with a greater reliance on an aircraft's ability to navigate and keep track to better tolerances.

Required Navigation Performance
Separation standards are currently predicated on the performance in general of the aircraft population as well as ground services. The ICAO concept of required navigation performance (RNP) is based on the principle that aircraft in clearly defined airspace can establish their position to a required accuracy. As a result of the improved accuracy and integrity of positioning and track keeping, the current broad separation standards can be safely reduced with the attendant increase in airspace efficiency. The traditional method of ascertaining aircraft position accuracy has been a requirement for specified avionic equipment to be used in particular circumstances. With the introduction of the RNP concept a minimum requirement for the capability of the navigation system used by particular aircraft is specified in terms of accuracy and integrity.

Parameters associated with a particular RNP number describe the lateral deviations from assigned or selected tracks as well as along track position fixing accuracy required on the basis of an appropriate containment level. Thus, generally the capability of any avionics platform can be certified to a performance figure that will permit operation in any area of the same or greater (that is, smaller RNP number) RNP requirement. The actual navigation performance may vary in flight due to equipment failure or lack of terrestrial navigation systems in a particular area. An attraction of satellite navigation in the latter regard is the global coverage.

The RNP accuracy required in nominated airspace is specified by a number (or classification); however, the actual avionics equipment to be used is transparent to the air traffic management authority. RNP thus introduces new concepts in air traffic management; in the main, it will make the task easier but events such as enroute system failures will introduce added air traffic management complexity.
Changes to the air route structure will include provision for the introduction of RNP10, in accordance with the AFI regional plan and customer requirements. Radar Separation The 5nm standard, after implementation of the terminal SID/STAR procedures, may be reduced to (3nm) standard for terminal areas. Reduced Vertical Separation Minima There is a global programme to reduce vertical separation. Improved altimetry standards allow a reduction of the vertical separation minima, above FL290, from 2000 ft to 1000 ft. This allows flight at more fuel efficient altitudes and increased route capacity.

Air Traffic Management Philosophy
Air traffic management is the process used to ensure the safe, efficient and expeditious movement of aircraft during all phases of operation, including preparation for flight. Airspace and air traffic management is a cooperative activity involving air traffic service users and providers and the associated regulatory agencies, all concerned with planning and organising the safe and efficient use of airspace and flow of air traffic within an area of common interest. Good airspace management is the most effective exploitation of the national airspace asset to meet the legitimate needs of the users.

Airspace Management
Efficient trajectories will be accommodated where possible, taking as much advantage as possible of advanced navigation and flight management technology. Transition to and from terminal area approach paths will be efficient and seamless, with as little tactical intervention as possible.
Although an initial ATM procedure will provide a race track pattern of procedurally separated air route for busier routes, over the planning period there will be a change in the concept from separating air route from air routes to separating aircraft from aircraft, with the varying capabilities of individual aircraft navigation and reporting systems being an important factor. Although there will be a reliance on air routes for some time, the eventual aim is to provide for more freedom of flight with the concept of providing a protected zone around aircraft and an alert zone with respect to possible conflicting traffic. This is the same concept, albeit in a much more strategic sense, to that employed in the use of TCAS.

MILITARY Collaboration between all stakeholders to provide maximum flexibility of operation for all users of

Nigerian airspace.
At a local level dynamic airspace allocation for military activity already occurs. This will be formalised at the national level by the establishment of procedures to ensure such allocations are communicated to airspace users in a timely manner to reduce the possibility of incursions and also ensure airspace is released for other use as soon as possible after completion of activity.

Varying Equipage
Preferential routing and procedures be provided to suitably equipped aircraft at some stage in development of the overall system; however, an ATM system must invariably accommodate a broad spectrum of users and various levels of avionics equipment.

Area Navigation
The introduction and publication of waypoints and other significant points in the WGS-84 format will facilitate the introduction of area navigation (RNAV) techniques. Initially this may be limited to specific areas so as not to create any disbenefit for other airspace users. Implementation of the parallel racetrack route patterns will expand the use of RNAV.

Parallel Offset Routes
NAMA will take full advantage of the RNAV capability of GNSS equipped aircraft to establish a pattern of procedurally separated, parallel offset unidirectional routes between the major airports. These routes will connect in a seamless manner with the terminal procedures (SID and STAR). This will provide improved flight efficiency as well as safety benefits.

ATC AS A PROFESSION

Profession

any type of work which needs special training or a particular skill, often one which is respected because it involves a high level of education: e.g. Doctors, Lawyers etc
the people who do a type of work, considered as a group:
the professions: jobs which need special training and skill,

Professional
A person having the qualities that you connect with trained and skilled people, such as effectiveness, skill, organization and seriousness of manner .It also implies having the type of job that is respected because it involves a high level of education and training:

INFORMAL someone who has worked hard in the same type of job for a long time and has become skilled at dealing with any problem that might happen:

Professionalism

The combination of all the qualities that are connected with trained and skilled people:

MAJOR ELEMENTS OF A PROFESSION

Philosophy
Must be articulated in both written and oral form
Body of knowledge
A body of professional literature, research.study and comment.
Leaders
Historically and currently, those who write about and research the profession. Leaders can be writers, doers, role models and those active in service.
Guidelines for behaviour
Have codes, guidelines, creeds, oaths, commitment statements, belief such as statements on ethics and professionalism
Admission requirements
Licenced, certified or have specific initial and advanced education as well as requirements for on going education. In addition many professions require both initial and on going testing for admission and maintaining membership.
Others
Many require support and/or professional development opportunities outside work environment such as associations and professional organizations.

Qualities of professionals

Proficiency.
Maintains proficiency in both technical and human relations skill areas.
Effective Communicator.
Written, verbal, and visual. Ability to write and speak articulately and project a professional image.
Team Player.
Can both lead and follow. Is inclusive and can also work independently as necessary.
Innovator/Problem solver.
Anticipates and does not resist change. Willing to take risks, is flexible, and can resolve difficult issues.
Effective interpersonal skills.
Is self-aware. Has empathy for others. Is not a bully.
Ethical/has integrity.
Is trustworthy and keeps his/her word. Can be trusted to safeguard sensitive or confidential information. Does not gossip about others, but builds others up and has high credibility.
Respectful/civil.
Acknowledges and is courteous to others.

THE Ps OF PROFESSIONALISM

Perpetual.
As federal employees, we should approach our duties in a professional and business like manner and maintain such an attitude throughout the workday. We should have a professional decorum at all times when in a temporary duty travel status or otherwise away from our assigned duty station, e.g., at a telecommuting site, in training, etc. When off duty, we should remember to conduct ourselves in a manner that would bring credit to the NAMA /NCAA/NCAT and not embarrass them.
Patterns and Practices.
As employees, we often have several different roles that we perform. All of our interactions, whether we are providing a service to the public, a co-worker, a contractor, a manager, or an external client, should meet the same professional standards and further the organization's mission.
Poise.
Professionals focus on the mission, are self-controlled, and do not take constructive criticism personally. They treat everyone with civility and courtesy-even if they do not like an individual(s) personally. A "pro" is always prepared and has "grace under fire."
Performance.
A professional anticipates client needs and incorporates feedback to continuously improve his/her products and services.
Perfection.
Although no one is perfect, a professional strives to be the best in everything they do. They set high goals but also know how to enjoy the moment.
Passion.
A professional has passion for and finds satisfaction and enjoyment in their work. They never "retire" on the job and are constantly performing to their highest potential.
Positive.
A professional is always positive and never demeans the federal government, the Agency, co-workers, managers, customers, contractors, or the public. A professional looks for ways to improve the work environment and to help make it a better place.
Power.
A professional has power and influence because of a commitment to high standards and innovative approaches to problem solving, and the ability to network and build relationships.
Public vs. Private.
Whether representing your organisation in an official capacity or interacting with co-workers "at home," a professional adheres to the same high standards. A professional understands that the business place is not the same as his/her private home and that s/he must behave accordingly.

The Knowledge Challenge

From all that has been said so far, it is apparent that sound and updated knowledge is absolutely necessary. How is general and specialized knowledge acquired? General knowledge is important for true professionals as, no man can be an island unto himself so he would have to be aware of the happenings in his environment especially those that may likely have impact in the attainment of ones' stated goals. Furthermore, knowledge could be acquired in formal and informal ways. Some of them are as follows:

Training/Courses:
this refers to formal training programmes usually attended at the instance of the employer in a specific area of specialization in order to acquire the necessary knowledge and skills required to perform certain functions, which require a specified level of competence or rating. Eg radar course, area procedural course etc
- On the Job training:
- Experience: After acquiring basic knowledge and skills, continuos practice leads to mastery of the functions undertaken. The hidden and subtle elements of a function are consciously and unconsciously acquired. With this knowledge one can at most times fairly accurately predict the outcome of an event before its conclusion.
- Computer-based training: this could be interactive or self-tutorial where a study is undertaken in any area of interest.
Internet-based:
This has become a very rich source of a huge amount of information and knowledge. It depends on whether one knows he is looking for. It is a means through which one can supplement his basic knowledge and equally update and keep abreast of the latest developments in area of specialization or interest. Knowledge acquired from this source is mostly general and at times specialized. It is mostly free and readily accessible regardless of your geographical position. It is a modern tool for the democratisation of knowledge. However, possession of a computer system with its compliments is highly desirable in order to take maximum advantage of this opportunity.

QUESTIONS?

I think we have since confirmed that ATC is indeed a profession as asserted in the introductory parts of this presentation. Infact, a very important vocation. What can all of us do to advance the cause of this noble profession? What are we doing currently that we ought to stop or jettison? What is it that we ought to be doing but we have either unconsciously or deliberately ignored? Have we really done justice to our acclaimed profession? Have we really exerted ourselves? Pushed ourselves to the limit? Have all possible options and alternatives been explored?

Do we really want to make a clean break with the past and be counted among those who took a stand? Do we want to be counted among those among those who came, saw and left or those who came, saw and conquered (left a positive mark)? Do we really believe that we can get something for nothing? Isn't it in the dictionary that reward comes before work?
Do we want to make the system better? Change it forever or we prefer to take consolation in sanctimonious lamentations?

Gentlemen, changes, tangible changes do not just happen by chance or accident. Excellence, quality and safety are cherished values that must be carefully cultivated, nurtured and diligently achieved. And who would do these?
People. You and me, all of us. It is people who make changes happen. It is people who dream dreams, conceive and doggedly bring positive changes in the human setting. Just look around you. Someone has to invent this microphone, the cooling systems, the speakers etc and even the National anthem that we normally sing at the beginning of events such as these. Gentlemen, don't underestimate human potentials. If we fail to achieve our stated goals and objectives, it is only because we have chosen to accept failure in our minds. Most, if not all that human minds can conceive they can achieve.

We must therefore in the interim begin to habour the belief that we should build our own aircraft, train our own pilots and other aviators, develop our ATM infrastructure and build our own airports with human and material resources sourced from our climes.

Conclusion Distinguished ladies and gentlemen, professional colleagues, we have attempted to clearly project our foray into the future as far as chosen profession is concerned. Infact the future is already at hand. A former American president John F.Kennedy urged Americans to think not, of what America would do for them. They should rather think of what they would do for America. In the same vein we should begin to think of what we would do ATC, for NAMA, NCAA, NCAT, Aviation, Nigeria, etc not what Nigeria should give us. We must strive to contribute our quota to the growth and development of Air Navigation service; we must strive to bequeath to the next generations an air navigation service that ranks as one of the best in the world.

By H.I. Jibrin. Paper presented at the 35th AGM of NATCA in Benin on July 8, 2005

REFERENCES:

ICAO ATM Operational Concepts
Under Control by Neil Vidler
FAA Website
Aviation Communication and Practice Edited by Deba Uwadiae
The Story of Aircraft: Seven Decades of Powered Flight by David Charles
NAMA CNS/ATM Plan
Amazon.Com Website
Cambridge Advanced Learner's Dictionary
Air Traffic Safety Journal -NATCA Publication December 2001

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