IFATCA - The Controller - August 1973

I FATCA JOURNAL OF AIR TRAFFIC CONTROL

IFATCA'73, ICELAND

In this Issue:

Report of the 1973 Conference The next Generation of Automated ATC Systems Improving the Air Traffic Control System are we running out of time?

F RA N K F U RT A M M A I N

AUGUST 1973

VOL U ME 12

N O. 1 / 3

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IFATCA

JOURNAL

OF

AIR

TRAFFIC CONTROL

THE CONTROLLER Frankfurt am Main, August 1973

Volume 12 • No. 1/3

Publlsher: International Federation of Air Traffic Controllers' Associations, Standing Committee II, Private Bag X 5052, Kimberley, South Africa.

Officers of IFATCA: J-0. Monin, President, 0. H. J6nsson, Vice-President (Technical), R. Meyer, Vice-President (Professional), H. Guddat, Vice-President (Administration), T. H. Harrison, Executive Secretary, J. Gubelmann, Treasurer.

Editor: G. J. de Boer, Private Bag X 5052 Kimberley, South Africa Telephone: 05 31-60 22 Publlshlng Company, Production and Advertising Sales Office: Verlag W. Kramer & Co., 6 Frankfurt am Main 60, Bornheimer Landwehr 57a, Phone 434325, 492169, Frankfurter Bank, No. 3-03333¡9. Rate Card Nr. 2.

Printed by: w. Kramer & Co., 6 Frankfurt am Main 60, Bornheimer Landwehr 57a.

Subscription Rate: OM 8,- per annum {in Germany).

Contributors are expressing their personal points of view and opinions, which must not necessarily coincide with those of the International Federation of Air Traffic Controllers' Associations {IFATCA).

IFATCA does not assume responsibility for statements made and opinions expressed, it does only accept responsibility for publishing these contributions.

Contributions are welcome as are comments and criticism. No payment can be made for manuscripts submitted for publication In "The Controller". The Editor reserves the right to make any editorial changes in manuscripts, which he believes will improve the material without altering the intended meaning.

Written permission by the Editor is necessary for reprinting any part of this Journal.

CONTENTS

Report of the 12th Annual Conference . . . . . . . . . . . . . . . . . . . . . .

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IFALPA at IFATCA '73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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RACAL-Thermionic Limited, our new Corporate Member . . . .

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The Case for Professional Status for the Air Traffic Controller

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Advertisers In this Issue:

The next Generation of Automated ATC Systems . . . . . . . . . . . .

36

Racal-Thermionic Limited (inside cover) Cossor Electronics Limited (page 43) Selenia Radar and Systems Divisions (inside back cover and back cover).

A Special Message from the President of IFATCA . . . . . . . . . . . .

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Improving the Air Traffic Control System - are we running out of time? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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ThenewTeam My last official function associated with the IFATCA Journal is probably one of the most enjoyable of twelve years editorial activity: It gives me great pleasure to introduce to our readers and friends the new Editor of THE CONTROLLER Mr. G. J. de Boeri "Ge" de Boer is an Air Traffic Control Officer with long professional experience in various parts of the world. His additional background in the printing and publications trade is an ideal feature for the post of Editor.

Living in Kimberley, South Africa, Mr. de Boer will be assisted in his editorial tasks by members of the South African Air Traffic Controllers' Association from which he is presently reorganising IFATCA Standing Committee II. At Frankfurt, where the IFATCA Journal will continue to be printed by Dr. Kramer & Co ..

3rd Vice President Horst Guddat will look after the management and distribution of THE CONTROLLER. The Reykjavik Conference has provided a sound financial basis for the continued publication of the Federation Journal. But even with the financial problems reduced, it is not an easy task which the new team are facing. The geographical separation between Editor and Publishing House requires all liaison to be carried out by correspondence. Such routine matters as proofreading, lay-out, making-up pages pose considerable difficulties because of the inherent delays and the necessity to put the smallest detail in writing, rather than agreeing printing arrangements on site.

"Ge" de Boer and his Team have set their aims high. They intend to produce a journal which is compatible with the steady growth of the Federation. Activities and experiences of Member Associations and Corporation Members throughout the World are to be truly reflected in THE CONTROLLER. Ultimately the Federation Journal must reach every single Controller of IFATCA. To meet these goals, the Editor depends upon the input from his readers. Many people have assisted me in the production of the IFATCA Journal during the past twelve years. I would like to extend my most sincere thanks to all of them, and at the same time I would kindly request their valuable cooperation also to be rendered to my successor, Mr. G. J. de Boer.

My very best wishes for the continued growth and success of the International Federation of Air Traffic Controllers' Associations and its Journal THE CONTROLLER. Walter H. Endlich

Future Editorial Policy On commencing duties as the new Editor, the time is opportune for me to state in some detail what editorial policy is envisaged for the years ahead and what problems will be encountered in trying to carry out the Board's aims. The decision was taken at Reykjavik to continue publication of "The Controller", and the following guide-lines were laid down: "The contents of the future version of "The Controller" should reflect the Administrative, Technical and Professional aspects of IFATCA, and the Editor should be permitted to determine the actual contents of each issue within the general terms of policy as determined by Standing Committee II".

The Board considers that continued publication is necessary because" The Controller" is one of the Federation's main instruments in trying to bring about what all of us so ardently desire: true professional status for all air traffic controllers, no matter where they are employed. Take away "The Controller" and you take away our main channel of communication to the world around us, and the world does not know enough about us as it is.

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The Board also considers that at present the journal does not really fulfil its role of being the official mouthpiece of the Federation and that more news about the activities of the Federation should be included in future editions. This will be done, but I would like to re-assure those who do not want to see a deterioration in the present high professional appearance and contents of our journal, and say that I am fully conscious of their feelings and that 1¡ shall try to bring about what some say is not possible, but what I believe can be done: maintenance of the present high standard and a better link between the Executive on the one hand and the rank and file of IFATCA members and the outside world on the other. We must not forget that the many readers of "The Controller" outside the IFATCA-circle are genuinely interested in the Federation's activities and that they would like to know more about them (advertisers, contributors, etc., are cases in point).

The Board would like the journal to be published once again on a regular quarterly basis, and in consultation with the Administrative Vice-President - during discussions at the Publishing House held in May after the Reykjavik Conference - the following tentative schedule was laid down for 1973/74: Next publication in August, followed by one in November, one in February, 1974, and thereafter in May, 1974. Possibly this schedule is a little too ambitious after such a long period of disruption of the publication schedule, since factors such as revenue from advertising, subscriptions, contributions to the journal, still play an important and sometimes a decisive role, but the target has been set and we shall try to achieve it.

Listening to the debates in Committee "A" at Reykjavik, I could not help noticing that the question of communication within the Federation and between IFATCA and the outside world crept into virtually all discussions. Members want more news about what is going on between Annual Conferences and Corporation Members also want more and better liaison. The Executive Secretary was asked to issue more Information Bulletins, or introduce a new form of Newsletter in addition to the present Bulletin. The quest for more and more news is obviously a direct result of the tremendous growth of the Federation. The time has now come to make a detailed study of all aspects of communication and co-ordination between Member Associations, Corporation Members and with groups and individuals outside IFATCA. However, it is one thing to say that more news must be circulated but quite something else when posing the question: who is going to provide this news?

May I quote from a resolution passed at IFATCA 1964 in Brussels and ask you: have you done what this resolution required you to do? It reads as follows: 1. Each Member Association should appoint one of its members to act as liaison officer with the Editor of "The Controller" for the purpose of obtaining as much local material as possible concerning air traffic control activities and developments, which could be used by the Editor: 2. Every effort should be made by each Member Association to submit at least one contribution per annum to the Editor.

So, let us re-examine our efforts in this direction and say: we want more information, therefore we shall supply this information. Any item of interest, whether important or not so important, will be gratefully received by the Executive Secretary and myself and between us we shall do our best to publish the news which will come our way either in "The Controller", the Information Circular, the Newsletter or by whatever other method which we can utilise. This will of course also apply to our Corporation Members. To them I want to say this: a special effort will be made to circulate any contribution which you care to send to us. To the Directors of the delegations who listened to the debates at Reykjavik and who more than any one else in their organisations are aware of the importance of increasing the flow of information, may I appeal to ask their Committees to appoint one of its members to act as liaison officer with the Editor? If all this is done, maybe Mr. Harrison and the undersigned will be flooded with information material, but seriously, unless we receive a constant and adequate flow, members will not receive additional Newsletters, nor a copy of "The Controller" every few months.

What can Members and Member-Associations do to help us? They can send us letters for a "Letters from Members"-column; copies of all their own publications, from

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~ophisti~ated journals down to simple minutes of Committee meetings; every bit of information touching on air traffic control which they read in their national publications. personal items for a possible "Personal Column", etc. ' Do not. complain if some of you discover an occasional amount of duplication, i. e. the same item, although in a different form, appears in both the Information Circular and the Journal. Duplication can occur when "The Controller" is used to reach a certain group of readers not eligible to receive the ordinary IFATCA Circular because they are not connected with IFATCA. In this issue, for example, you will find a Report on the proceedings at Reykjavik, although the Executive Secretary will also circulate the usual elaborate Conference Report in due course.

Do also not forget the immense problem of communication between the seven Officers of the Federation (two in Switzerland, one in Scotland, one in Germany, one in the U.S.A., one in Iceland and lastly the Editor in South Africa, with our Publishing House situated in Germany). Let us rather marvel at the fact that we are so truly international that our executives are scattered all over the world and that the Board still functions, and functions well. In any case, as we go on, the Executive Secretary and the Editor will try and iron out the question of duplication if it does become a problem.

On the question of duplication: perhaps it will interest readers to know that the Anniversary Edition published in December, 1972, criticised by a number of readers because it contained only articles already published in earlier issues some years previously, was nevertheless considered "tops" by some of the newer Member Associations who had joined IFATCA in recent years simply because they had not read the earlier issues.

To the representatives of the very few Member Associations who voted against continued publication of our journal at the Iceland Conference because it costs money, and specific sums for continued publication have now been included in the 1973 and 1974 budgets, may I be permitted to say that I understand their motives and respect their opinions; only, although they may generally have achieved a satisfactory measure of professional status in their own countries, there are - unfortunately - so very many others inside IFATCA who have not yet obtained this status and quite a number of them struggle to receive any special recognition at all. It is mainly to help these people that "The Controller" must continue to reach those authorities who can alter this. Standing Committee II will carry out a study into this field to determine how best we can use our journal as promotion material to enhance the standing of the air traffic controller in those countries. The argument that IFALPA does not publish a journal of its own so why should IFATCA do this, is hereby answered: IFALPA members achieved true professional status, most IFATCA members are nowhere near that goal.

The Editor will welcome any suggestions, comment, criticism or any other form of advice from any one who believes that he may be able to help the Editor on his way.

In fact, I hope that this will happen, so that I may learn from these contributions.

I would also like to invite any one interested in becoming Assistant Editor to drop me a line. I believe it is wrong that only one man is involved in a project of this kind and would ideally like to see an editorial team of three edit "The Controller". One offer has been received by the old Editor and confirmation is now being awaited whether this offer still stands. Unfortunately, there appears to be very little interest for this sort of work, but perhaps someone else will also offer his services.

The cover page of "The Controller" has remained unaltered for a long time and it would be nice to see a different design for a change. As this cannot be arranged overnight, it has been decided to alter the colour with each subsequent issue as a first step, and to call for designs from members of IFATCA endowed with an artistic talent for consideration by the Board. Any one who feels he may have some good ideas, please be good enough to submit them to one of the Officers of IFATCA. Enough for now, but in closing just this final appeal: At Reykjavik I have often heard the remark that "The Controller" must be more personal, more human, contain less technical stuff, etc. Alright, but I depend to a very large extent on contributions from you to bring this about. Will you give me this support?

The Editor.

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Report of the 12th Annual IFATCA-Conference

Reykjavik, Iceland, 7 -10 May, 1973

The Population of Reykjavik is now about 100000. The aerial photo shows the harbour. lake Tjornin and the aerodrome in the background

5

The Splendid Location of the Conference With the convening of its 12th Annual Confe rence in Reykjavik, IFATCA was taking those attending through a portion of the North Atlantic Oceanic Control Area which often has one of the highest densities of air traffic in th e world. It was, therefore, very fitting that one of the most northerly points of IFATCA's world-wide influence should be the scene of the Conference on this occasion.

Reykjavik is the most northerly capital of the world.

With its 100.000 inhab itants it is at the same t ime one of the smallest among capitals. In spite of the rather small population, Reykjavik is a metropolis on Icelandic scale. It houses more than 40 D/o of the total population of Iceland and is not o nly the focal centre of the Icelandic state with location of the Parliament, the Gove rnment and the Sup reme Court. It is also the seat of man y institution s of higher education and cu lture such as a university, librari es, a national museum , art galleries, national and city theat res, a symphony orchestra, state radio and television.

The Conference was held in Hotel L oftleid i r, especially bu ilt and equipped for co nventions, business or association meetings. The Hotel has 218 twin-bedded rooms with private bath or shower, rad io and telephone in every room television also available. It has a theatre-auditorium seati~g 100, fitted with equipment at each chair for si multaneo us translations ; a conference room which can be converted into three smaller rooms by sound-proof flexible walls ; othe r meeting rooms seating from 10-200 persons ; rooms for exhibitions or committee meetings; equipment such as-¡ printing. copy machines, telex, projection and record ing. Loftleidir's air-terminal is located in the hotel together with restau rants, bars, a variety of busi ness undertakings as sh ops. souvenir sto re, hairdresser, beauty salon, etc.

Addresses of Welcome In a special address of welcome which awaited delegates when checking in at Hotel Loftleidi r, the Minister of Aviation, Mr. Hannibal Valdimarsson, stated that it must be con sidered a noteworthy event, that the Annual Con ference of the International Federation of Air Traffic Co ntrollers' Asso-

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c iatio ns would this time be held in Iceland. It was ce rtai nly quite a task undertaken by the Icelandic Association with its relatively few members to direct and act as hosts to such a co nference, but the Minister sai d that he was quite su re that the conference would be successful in every respect and thus would give due credit to the Icelandic Ai r T raffic Controllers' Association. Those w ho came to Iceland to participate in thi s conference we re men who trave lled fa r and wide, from scores of c ountries and all the five continents of the world.

Mr. Vald i marsson concluded by saying that he considered it a great privilege and honour for Iceland that our Conference would be held at Reykjavik. Therefore, on behalf of the Government of Iceland, he wished to welcome all who came to attend IFATCA '73 and at the same time he wished the Icelandic Association all t he very best in carrying out its difficult task of a good and generous host.

The Mayo r of Reykjavik, Mr. Birg ir lsl. Gunnarsson, also sent a wa rm word of welcome to all the participants of the Conference. The Mayor said that the inhabi tants of Reykjavik liked the atmosphere of their city; it was a mixture of old Icelandic culture and tradition along with international variety of cultural activities. Icelanders hoped that foreign visitors shared this feeling with them . Mr. Gunnarsson said that in recent years Reykjavik had become a town of intern ational conventions and co nferences and th at Reykjavikians welcomed the increasing number of fore ign visitors to Iceland. This time Reykjavik was the host of the Annual Conference of the International Federation of Air T raffic Controllers' Associations. This was a special pleasure not least because Icelanders real ised h ow i mportant IFATCA's task was in the modern world of jetflying, but flight was becoming the most important way of communication for Icelanders living in an iso lated and mountainous country in the North Atl antic.

Delegates and other participants received an address of welcome also from the President of ICEAT CA, Mr. Ernst Gislason. Mr. Gislason stated t hat co-operation between all groups interested in A.T.C. was necessary and informal contacts were an integral objective of Annual Conferences.

Personal contacts had been established between participants from various parts of the world and to a profession like A.T.C. which was t ruly international and largely based on mutual co-operation those contacts were essential.

The Opening Ceremony and First Plenary Session

Address by Mr. Hannibal Valdimarsson, Minister of Aviation

On Monday morning May 7, Delegates, Guests and Observers were taken by coach from Hotel Loflleidir to the National Theatre :>ituated in the centre of Reykjavik for the Opening Ceremony and First Plenary Session. The Opening Ceremony was highlighted by the appearance - at the start - of "Fjallkona" (The Mountain Goddess). The Goddess was a beautiful Icelandic girl dressed in a breathtaking glittering national costume and her moving address of welcome was liste ned to in attentive silence, followed by a deafening roar of applause. Fjallkona's address, first in Icelandic, thereafter repeated in Engli sh and in French, went as follows:

It is a great pleasure for me to welcome here our distinguished guests, the Air Traffic Controllers, who have come here from far away countries of all the five continents of the wo rld.

You have come to Iceland from all the four cardinal points. You come from east. You come from west. You come from the southern countries, and maybe some of you come from countries of higher northerly latitudes than Iceland.

You are all equally welcome to Iceland - wherever you come from .

Such an international gathering of guests is unusual , even now when Iceland is located at the straight highw ay between the continents of Europe and America. But it has not always been that way. For centuries Iceland was an isolated country. Artists made a symbo li c picture or image of Iceland as the hermit of the Atlantic Ocean. And that was in fact both a true an d real picture. But this isolation has now completely vanished. Now it only belongs to history. Iceland is now a much frequented stopping and resting place between the old and the new worlds - the worlds of east and west.

Iceland was settled and inhabited from Norway. We consider the settlement of Iceland to have started in the year 874. It will, therefore, be next year. 1974, that the people of Iceland will commemorate and celebrate the eleven hundred years annive rsary of the permanent settlement of Iceland. It took ou r forefathers most frequently weeks and sometimes even months to sail across the Ocean. And in the fog and storm of the North Atlantic Ocean it could happen that the summer did not last long enough to enable the ships to reach Iceland so they had to turn back to Norway. Yes, sometimes an intended voyage to Iceland ended with the seafarers neither reaching Iceland nor Norway. They perished at sea.

As long as the people of Iceland had a good and firm contact and rel ationship with the other Scandinavian co untries and the British Isles, our people prospered and during that period a unique national culture flourished such the literature of t he middle ages - the Sagas. which have achieved a due and dignified seat in the literature of the world.

8/.

"Behold, I am woman, the hidden sou l of the land. For untold years I dwelt here in the distant and lonely North, in a sea blue with dreams until the arrival of the blue-eyed Vikings, they took possession of me, made their homes here and here they found happiness. They soon realised what forces of Nature they had to contend with in this land, the land of ice and fire. I had risen from the sea in a burst of flames. Snow-white glaciers adorned my brow. Men have called me mountain goddess and glacier queen but the blood in my vei ns was fire . For a long time, few visitors came to see rr.e. The world knew little about me except th at here were Hekla and Geysir and awsome glaciers.

About the people who lived here. my child ren. few knew anything at all. Now this has changed comp letely. My isolation is a thing of the past and I now receive visitors from all corners of the globe for visits short and long . Ai r traffic controllers o n your flight here. you have discerned my features, seen the countenance of the mountain goddess.

My guardian spirits still keep watch about me as in bygone days. saluting those who come in friendship but denying others admittance. You are among our cherished guests. you are our friends. Welcome to Iceland. "

It was during those centuries of vigorous seafari ng by the Ice landers that the histor ical event occurred , when the Icelanders changed the picture of the wo rld . The Ic eland er Eric the Red discovered and settled in Greenland and his son Leifur Ericson (Leif the Lucky) discovered North America. This was in the year of 1000. almost 500 years before Columbus discovered the continent of South America . This historical fact has been acknowledged by the U. S. for inst. when the Government of the U. S. presented the people of Iceland with the excellent statue of Leif Ericson the Lucky the m an who discovered North America. If you will be shown around the town of Reykjavik. I hope the statue of this great discoverer will be shown to you .

But la ter the t ime cam e when the Icelanders did not own any seaworthy ships, and then they lost their independence. - Thus in former time the freedom and independence of the Icelandic people depended upon the ownership of seaworthy ships, which in turn means safe communications on the Ocean.

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The Minister of Aviation addresses the Opening Plenary Meeting.

Now things have radically changed in this respect. Certainly the freedom and independence of the Icelandic people does not depend on the ownership of aircraft, but still we depend immensely on it, that is to say to have the benefit of safe air traffic - both to the east and the west.

And now it does not take weeks, not to mention months to reach Iceland, even from the most remote corners of the world. Now such travels usually take only a few hours and always less than 24 hours or so. Th is is a radical change and a change of utmost importance.

The nature of Iceland is so particular that it is steadi ly attracting more and more foreign tourists. Our country is a country of great contrasts - frost and fire. During the past few years, the number of tourists visiting Iceland has swelled to 60 - 70 t hou sand and is continually increasing.

This summer the flow of tourists coming to Iceland will be greater than ever.

Yesterday the Conference of the Federation of pilots in Western Europe concluded here in Reykjavik.

We are gathered here today on account of the Annual Conference of the International Fede ration of Air Traffic Controllers ' Associations. The Conference o f the representatives of the capitals of the Scandinavian countries will be held in Reykjavik during this week. Mr. Waldheim, Secretary General of the U. N. is due to visit Iceland later this w eek. It has also been a front page news all over the world that the president of the U . S. Mr. Nixon and the President of the Republic of France, Mr. Pompidou, have decided to meet in Iceland at the end of this month. And fi nally it is wo rth noting that the Queen of Denmark is paying an official visit to Iceland later this spring. It has to be said that these events are certainly a little unusual, but still they show clearly that Iceland has been sucked or drawn i nto the stream of internat ional traffic.

I consider that the very fact that you are holding your confere nce here. proves beyond any doubt that Iceland is a well developed country in the field of air t raffic , and I want to underline that in few countries if any, has t he air t raffi c become such an important part o f (the) comm unications , whether it be inland or overseas. as in this c ountry.

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I also consider it an honour shown to Iceland that you are now holding your conference here.

Distinguished guests from abroad. J hope that your visit to Iceland this time - will be pleasent and memorable for you and I extend my wishes that the Annual Conference of the International Federation of Air Traffic Controllers' Associations which is now commencing in this country, will be succesfull in every respect.

I will end my address by repeating what I said before, that I wish you all cordially welcome to Iceland - and that I say on behalf of the Government of Iceland.

Address by Mr. J-0. Monin, President of IFATCA History tells us that the settlers of Iceland have been Vikings. Whilst sitting in the modern Loftleidir airliner and having lunch quietly, I could hardly imagine these men of the 9th century saili!'lg through the North Atlantic, stemming against wind and tide befo re reaching the coasts of this country. Modern history, however, further tells that life of the inhabitants of ICELAND still remains a continuous struggle against nature. I should like to take thi s opportunity to convey IFATCA's most heartful sympathies to the Icelandic people for the tragedy that struck this country by the eruption of the volcano at Vestmannaeyjar.

We are extremely grateful for the warm welcome of the city of Reykjavik. On behalf of the Officers, Directo rs and all Guests and Observers, I w ish to address a special thank you to the personalities attendi ng this opening ce remony.

By their presence they show their interest in o ur profession and their words of welcome sh al l be an encouragement now we have some days of hard work ahead.

The purpose of the annual co nference is to revi ew the work achieved , to update Federation poli cy and if necessary to settle new policy. We further have to consider the facts which we thi nk are likely to occur in the years ahead and to influence Civil Aviation and particularly the ATC system .

Probably the most strenuous problem facing us at the present time is the necessity for the controller to remain closely involved in the supervision of the traffic flow and its expedition. This represents a great deal of activity both in technical and in human scopes, for it contains all the complexity of a harmonious development of the man/machine relationship.

Recent events that have occurred in the aviation world have proved that when the moving spirit of the ATC system fails, the safety in the air is jeopardised. Although the Federation never intervenes in labour conflicts, it is, however, well-known that a very close relationship exists between the conditions of service of the Air Traffic Controller on the one hand and the professional standards offered by the controllers on the other. These considerations added to the fact that the first aim of the Federation is to promote safety in International Air Navigation have compelled the Board of Officers to express recently their deep concern with the situation in France, first through the international media, and lastly to President Pompidou himself.

As this was done at a number of occasions by past Presidents of IFATCA, I myself would like to stress on this occasion how essential is the existence of good relationshjp between ATC Associations and their National Authorities.

It should be born in mind that all energies are needed to face the numerous Air Traffic Control problems of today and tomorrow. The solutions sought in the continuous development of the .A.TC system will only be reached if an atmosphere of mutual understanding and a willingness of straight co-operation exists between all concerned.

I wish in turn to express a hearty welcome to the representatives of our Member Associations and Corporation Members, and to the many Observers from International Organisations, National Authorities, prospective Member Associations, Industry and Press. May the usual spirit of goodwill and co-operation prevail during our deliberations of the coming days.

Report of the President It is a requirement of IFATCA's Constitution that the President, on the occasion of the Annual Conference, reports to Member Associations upon those activities of the Federation which have occurred during the past year.

Mr. J-D. Monin read out his report as follows: This is my first report as President of IFATCA and covers the time that has elapsed between the Dublin Conference and this Reykjavik Conference. As reports of the Elective Officers and Standing Committees give the detailed picture of the Federation's activities, the present review will be restricted to the most Important subjects that have occurred during the past twelve months.

Membership Three new Member Associations joined IFATCA at Dublin. the Associations of the Channel Islands, Nigeria and Surinam. Once again these newly affiliated Associations from three different continents prove the world wide growth of the Federation and new applications for membership are expected to be presented at the 1973 Conference. Such a continuous development is most encouraging. This con-

tinuous increase of influence of IFATCA throughout the world is the result of the tremendous work carried out by all the individuals who from the very beginning have been convinced of the necessity to set up a world wide community among Air Traffic Controllers. It is not my intention to mention them all, however, I should like to recall here my three predecessors at the head of the Federation: L. N. Tekstra, Maurice Cerf and Arnold Field and also IFATCA's immediate past Executive Secretary, Mr. G. W. Monk.

In its constant review of affairs, it has occurred to the Board of Officers that the time has come to reconsider the situation that would face IFATCA if more than one professional association from the same country applied for affiliation. Everyone remembers the reasons why no decision upon this was taken at both Belgrade and Montreal Conferences. However, time has gone by and the Board of Officers think that, apart from any emotional situation, it should now be possible for the Board of Directors to clearly define what the Federation's policy shall be and efforts will be directed to this end.

Membership Difficulties The continuous growth in air traffic is bound to create problems to the ATC system and to the Air Traffic Controller himself. During last year, ATC has not been free from industrial unrest. It is not my intention to approach the reasons and conditions that in many countries cause the disputes between groups of Air Traffic Controllers and their Authorities. Further, IFATCA, which is advocating the efficiency and regularity in International Air Navigation cannot consider approving or supporting any action which would consequently disturb the flow of air traffic. However, it would be just as wrong to passively ignore them. It is obvious that a direct relationship exists between the conditions of employment of Air Traffic Controllers on the one hand and the professional standards they offer on the other.

The Board of Officers consider that Air Traffic Controllers are not sufficiently recognised as professionals and it shall be one of the chief objects of the Federation to ensure the world wide recognition of the "PROFESSION" of Air Traffic Control. Further, if the Board of Officers deplores any action which affects the ATC system and may lead to unsafe situations in the airspace, it is then a duty on behalf of the Federation to make known any such harm that may occur.

However, the Board of Officers considers it much more important to take all possible actions which might obviate threats against the efficiency of the ATC system and, therefore, it has been decided to set up a panel of experts to whom Member Associations may appeal if they think it necessary.

Corporation Membership Contacts with some of the Corporation Members of the Federation were sometimes difficult and it has been decided to delete from the membership list those Corporation Members whose subscriptions were outstanding for three years. Such action, however. does not improve the situation and the Board of Officers has taken steps to examine the situation of Corporation Members within the Federation.

We, therefore. asked for the views of Corporation Members and it is intended to hold a meeting between Corporation Members and the Board of Officers on the occasion of the 12th Conference.

9

Administration Board of Officers The Officers have performed the duties bound to their offices under sometimes difficult circumstances but always with a maximum of efficiency. Communication difficulties, due not only to distances but more often to the vagaries of today's postal system, make it essential to have Officers' meetings. Two meetings have been held during the year which, at the present time, must be considered as an absolute minimum to deal with all current affairs of the Federation.

Secretariat The first task that faced the Board of Officers after the 11th Conference has been the appointment of a new Executive Secretary to succeed Mr. Monk, who resigned at the end of 1972. It was encouraging to see that the Board received five individual applications for the post. After due consideration, the Board decided to appoint Mr. T. H. Harrison. Mr. Harrison, who retired from his office as Chief Officer at Prestwick Airport on the 15th January, 1973, is a well-known figure of the Federation. Master of the British Guild for two years until last October, Mr. Harrison has attended many IFATCA conferences. Further, he is also known through his studies in the design of new automatic ATC displays, part of which he published in "The Controller" some years ago. I wish to thank Mr. Harrison for his acceptance of the post of Executive Secretary. My thanks also to all other applicants for the interest they have shown in IFATCA affairs. I hope they will continue to serve the Federation as they have done in the past.

In spite of the transport difficulties the transfer of the Secretariat has been performed very smoothly and we all can appreciate today the tremendous work achieved by Mr. Harrison to have everything shipshape before the 12th Conference.

Looking back to the transfer of the Secretariat, it is obvious that such a procedure will become more and more difficult as time goes by. Therefore, IFATCA have to seriously consider the establishment of a permanent secretariat. A comprehensive paper has been established by SC Ill for this conference. And lastly, I wish to put on record in this report the gratitude of IFATCA to Mr. Monk whose hard work and efforts during the past ten years have been a corner stone in the building up of IFATCA.

Standing Committees The Standing Committees have continued the studies in their respective fields of action. In addition to its already very loaded work programme, SC I had to deal with Dublin Resolution 14 that IFATCA should invite air-space users and their organisations to a flow control meeting. The Board of Officers considered that unless there was preparation in depth, such a meeting with all air-space users and States would be useless and that under the present conditions the expenses for IFATCA would be too high in relation with the expected results. The Board considered that this project need be better elaborated. In the meantime and following a suggestion by SCI and the German Association, a letter was sent to the ICAO European Office seeking an invitation for IFATCA to participate in the informal meetings on the organisation of the trafic flow in Western Europe. This request was approved by ICAO and 10

a three-man IFAlCA delegation was appointed to attend the 6th Meeting. A detailed report will be presented to the Conference.

In spite of his hard work, the Editor and Chairman of SC 11 considered it prudent to suspend temporarily the publication of the Federation's journal "THE CONTROLLER" rather than to involve IFATCA in a substantial financial expenditure. At the Autumn Meeting, the Board of Officers decided, however, that a special action had to be taken to allow the publication of a 10th anniversary issue of the journal. For years, "THE CONTROLLER" has been considered as the best ATC journal in the world. We further have to consider it as the best Public-Relations Officer and identification mark of the Federation. A comprehensive report by the Chairman of SC II has been laid before this 12th Conference. It is hoped that the situation of the Journal and the Editor will be studied deeply and that sound guide lines will be provided for the future.

The budgetary control set-up after the Athens Conference has turned out to be of great help to re-establish the financial situation of the Federation. The excess of income over expenditure in 1972 is most encouraging.

However, if we consider the need for a well established permanent secretariat and other requirements which all necessitate an increase• in financial investments, we shall have to continue to spend with caution in the months ahead. In addition to its work and study programme, SC IV has elaborated a draft answer to ICAO on upper age lim:t requirements for air traffic controllers. After the publication of the ILO report on "Conditions of Employment in ATC" SC IV was further asked to update as far as possible the data contained. The highlight of the activity of SC V was the Meeting on "Recruitment and Training in ATC" held in Ottawa in October. 8 Member Associations attended the meeting which proved to be of great value in preparing the work for the Annual Conference. We wish to thank here the Canadian Association without whose great contribution such a meeting would not have been possible. At the end of the year, Archie Novakowski informed the Board of Officers that he had to resign his office as Chairman of SC V and the Canadian Association has appointed Joel Nelson as the new Chairman. Many thanks to both of them : to A. Novakowski for his hard work and to J. Nelson for accepting the post.

The tasks of the Constitution Committee are indeed thankless. Their endeavour to equip IFATCA with all the services needed in a modern management require deep consideration. The Board of Officers is fundamentally concerned with the work of SC VI, and I should, therefore, like to ask the Directors to give very careful thought to the draft recommendations and resolutions proposed by SC VI in order that later mis-interpretation or confusion on their meaning may be avoided.

The ICAO Liaison Committee has been engaged on the provision of a report on the 7th ANC. Here also we regret that Mr. Art. Cauty had to discontinue his work as Chairman of this very important Committee and we are thankful towards Mr. Don Maclean who has accepted the post.

The Federation owes a great deal of gratitude to all those individuals who have spent some part of their time in dealing with the matters of Standing Committees. In its Fall Meeting, it occurred to the Board of Officers that liaison and co-operation between itself and the Standing Committees should be strengthened and some proposals have been laid down for this conference.

"Fjal lkona" (The Mountain Goddess), as she addressed guests and delegations at the Opening Plenary Meeting in the National Theatre.

The Mayor of Reykjavik during his speech in the Nationa l Theatre.

The Chairman of the Host Association.

ICEATCA . speaks

11

Liaison Officers The Liaison Officers have performed their duties under sometimes difficult circumstances. The travel difficulties as well as the lack of finances available have a direct influence on their activities. I wish to place on record the appreciation of the Board of Officers on the work achieved by the Austrian Association among the Eastern European Countries. It is hoped that these efforts will meet with success in a very near future.

Considering that there is an increased requirement for IFATCA to spread out the ideas and the genuine spirit of our ATC community among Member Associations and individual members, the Board of Officers has decided to hold a meeting with the Regional Liaison Officers on the occasion of the 12th Conference. The results expected from such a meeting are improved communications and better co-ordination.

liaison is being maintained with the ILO and the Board of Officers will consider in due time whether IFATCA can attend the meeting.

IAOPA The immediate past President Mr. Arnold Field and Mr. Monk attended the 4th World Assembly of IAOPA held in Venice in May. A comprehensive report has been circulated through Member Associations. To a continuation of IAOPA resolution "that co-operation with IFATCA be pursued in all its aspects on an international level and with its national Member Associations on a national level", I would like to request all Member Associations to reciprocate and establish, maintain and/or enhance co-operation with IAOPA Member Associations.

International Academy for Aviation and Space Medicine

Co-operation with International Organisations The Federation has maintained and established contacts with an increased number of International organisations. On some occasions, the Board has asked either members of Standing Committees or individual members from Member Associations to represent IFATCA. The Board of Officers is much indebted to all those who have accepted the task of representing the Federation at a number of meetings and/ or to produce papers presenting IFATCA's policy.

ICAO The Liaison Committee to ICAO participated in the 7th ANC in Montreal. As already mentioned an IFATCA delegation is now participating in the Meetings on the Organisation oft he Traffic Flow in Western Europe. Further, the Federation has participated in a number of studies by ICAO on "Upper age limit requirements for Air Traffic Controllers"; "Stored or Repetitive Flight Plans" and "Regional Supplementary Procedures".

Considering Dublin Recommendation I to ask the Secretary General of ICAO to be placed on the mailing list and be invited to aft pending panels and meetings in the future, the Board of Officers decided that in consideration of the facilities available in the secretariat, it would be premature to make such a request at the present time. We have now received the list of ICAO meetings planned for 1973-1976.

The Board of Officers will then continue the procedure of seeking invitations to those specific meetings which we wish to attend. We shall, however, continue to consider Dublin Resolution 1 and make the formal application to ICAO as soon as the Secretariat situation will permit.

ILO The joint ILO/ICAO report on "Conditions of Employment in ATC" was finally issued by the ILO in English in December, 1972. The French and Spanish issues are expected for the beginning of 1973. This publication represents a great contribution by the ILO in spreading information on the A TC profession and there is no doubt that it will be of help to Air Traffic Controllers in many countries. IFATCA would like to express its appreciation to the ILO for their contribution.

Further, the Governing Body of the ILO has decided to include a small tripartite preparatory meeting on Civil Aviation in the programme of industrial meetings. The date and agenda for this meeting are not known but a close 12

Contacts have been established with this Organisation who have suggested that they could deal with the psychophysiological problems of Air Traffic Controllers. The IAASM has also informed us about their intention to organise a panel on the abovementioned topic at their XXlllth Congress to be held in Munich in September, 1973.

Further Items of News: Mr. J. P.Lambert of the Irish Association represented the Federation at the Civil Aviation Conference of the International Transport Federation in Dublin. I attended the XXlllth IANC Meeting in Zurich while Mr. Hutchinson of the Hong Kong Association has been asked to attend the 28th Conference of IFALPA in Tokyo.

A paper was presented by Mr. W. o. Miller on behalf of IFATCA to the second meeting of the "Stress in Air Traffic Control Research Association". Mr. E. Just and H. Evens of SC IV attended this meeting held in May, 1972, in Bournemouth.

Mr. A. Field represented IFATCA at the "Colloque International Electronique et Aviation Civile" held in June, 1972, in Paris. The Editor, Mr. W. Endlich, attended the 10th General Assembly of the European Organisation for Civil Aviation Electronics in November. Mr. Field and Mr. Monk attended the Technical Symposium of the British Airlines Pilots Association in December. The Board of Officers has further asked SC IV and SC v to prepare papers for the Congress of the Western European Association for Aviation Psychology to be held in Paris in September, 1973.

Visits to Member Associations The Board of Officers often receives invitations to participate in meetings or conventions organised by Member Associations. Even if they consider such contacts as essential, not only the resulting costs but also the time available do not always make it possible for the Officers to accept such invitations. Nevertheless, the Board has done and will continue to make considerable effort to participate in the activities of Member Associations. The Officers met in Bournemouth during the days prior to the Convention of the British Guild and many of them attended this Convention. The '73 Spring Meeting of the Board of Officers was held in Luxembourg and due to the preparatory work performed by the Luxembourg Association, contacts were established between the Officers and individual members of the Association. The generous hospitality shown by the

Luxembourg Guild was greatly appreciated. Further it was planned that the President would attend the French Association Convention in Toulouse which had to be postponed.

The President also attended the Congress of the Austrian Association in Vienna and the 2nd Vice-President will represent the Federation at the Canadian Association Convention just following this Conference.

Conclusions This Report outlines the main activities of the Federation during the past year. In spite of all the work achieved, some criticism is heard against IFATCA by its own members.

However, too often individual members are not aware of the work of the Federation and sometimes the difficult conditions under which this work has to be performed. They don't always know the objectives of IFATCA and thus easily conclude that we are just an International Club, organising pleasant meetings once a year. At repeated intervals in this Report I have stressed the requirement to improve communications and co-ordinations at all levels. This means not only between the Officers or other Officials and the Member Associations, but also communications among Member Associations themselves, with all individual members.

Obviously if the Board of Officers is the Executive Body of the Federation. you all are agents responsible for the spreading of the genuine spirit of IFATCA through your members. Individual members must be aware that they are not only expected to wait and see what the Federation is able to perform, but that they themselves are responsible for the furtherance of IFATCA's reputation in their own environment.

This concludes my report. We now have three days of hard work in front of us and I trust that this conference will critically review the work performed but also enhance the directives and policies in such a way that Reykjavik will be another Milestone in the history of IFATCA. I wish once again to thank here the Officers for their devotion to the common cause and all those individual members who either as members of Standing Committees, Liaison Officers or as single members of the Federation who have made their time available for the work of IFATCA. Last but not least, a vote of thanks to ICEATCA who have provided the splendid environment of this 12th IFATCA Conference.

Attendance by Member Associations and Corporation Members 31 of the 38 Member Associations were represented at Reykjavik, and the following acknowledged the Roll Call of attendance: Australia Austria Belgium Canada Channel Islands Cyprus Denmark Finland France Fed. Rep. Germany Greece Guyana (admitted at Reykjavik) Ghana (admitted at Reykjavik) Hongkong Iceland Ireland Israel Luxembourg Netherlands Netherlands Antilles New Zealand Norway Rhodesia South Africa Surinam Sweden Switzerland United Kingdom United States Uruguay Yugoslavia Corporation Members attending were: Denmark:

Danks lmpulsfysik A. S.

Fed. Rep. Germany:

AEG-Telefunken

United Kindom:

Cossor Electronics Ltd. Solartron Electronic Group.

Plessey Radar Ltd. International Aeradio Ltd. Ferranti Ltd.

United States:

Air Transport Association of America

Italy:

Selenia lndustrie Elettroniche Associate SpA.

Sweden:

Stansaab Elektronik AB.

Appointment of Committees In accordance with the normal procedure, the following committees were appointed to deal with the Agenda subjects allocated to them, and to report to the Final Plenary Session, together with their recommendations: Committee A. Administration and Nomination.

Committee B. Technical Matters.

Committee C. Professional Matters.

The following were appointed Chairmen: Committee A: Mr. G. Atterholm (Sweden); Committee B: Mr. C. V. Stephens (United Kingdom); Committee C: Mr. J. D. Thomas (Rhodesia).

Adjournment of the First Plenary Session The Plenary Session adjourned after making the appointments, and Delegates, Guests and Observers left the National Theatre to return by coach to the Conference venue proper, Hotel Loftleidir.

13

Committee A "Administration" After Mr. P. Asgeirsson (Iceland) and Mr. E. McCluskey (U.K.) had been appointed as Deputy Chairman and as Secretary respectively, and before business commenced, Mr. Asgeirsson presented the Chairman with a carved gavel to be used in Committee A at this and future Conferences.

The Chairman expressed the gratitude of the Directors to the Icelandic Air Traffic Controllers' Association for this gesture.

Membership It was recommended that Article II, Paragraph 2.1.1, of the IFATCA Constitution be amended as follows: "Eligible for affiliation as a Member Association is any professional association, organisation or guild of air traffic control personnel whose technical objectives are essentially the same as those of the Federation provided that one Association only, from any one State or properly constituted International Organisation, be accepted."

Although the Ghana Air Traffic Controllers' Association and the Guyana Air Traffic Controllers' Association were recommended for acceptance, the application for membership from the Eurocontrol Guild, Maastricht Lodge, although welcomed, was not acceptable until such time as an application from a properly constituted Eurocontrol Guild comprising all Lodges or Units of Eurocontrol was submitted.

As to Corporation Membership: Racal-Thermionic Ltd. was accepted by the Board of Officers as a new Corporation Member.

National Disputes Mr. W. Stoermann, Chief of the Industrial Committees Branch, Relations and Conference Department, International Labour Office, Geneva, gave an explanation of International Conventions relating to disputes by public servants.

The action of the Board of Officers, taken at the time of the recent dispute in France, was strongly supported. A paper presented by the Netherlands Guild outlining procedures which should be adopted for the guidance of Member Associations and the Board of Officers in the case of a work to rule or strike occuring, was accepted.

IFATCA strongly condemned a situation where normal ATC services are replaced by a substitute organisation which is unable to: complete co-ordination of clearances as guaranteed within the Standards of Annex 11, and/or in accordance with "Letters of Agreement" between States; provide controllers whose professional qualifications comply with the International Standards or Recommended Practices on Personnel Licensing for an Air Traffic Controller as laid down by ICAO in Annex 1. to the Chicago Convention (as accepted and ratified by the States concerned, including their notification of differences).

IFATCA condemns also Member Associations who act as substitute Organisations outside their normal area of jurisdiction.

Mr. D. Gorin, President of the French Association, presented a detailed report on the recent situation in 14

France in relation to the ATC dispute. Mr. Gorin's statement was listened to attentively; it expressed satisfaction with the stand taken by IFATCA and concluded by asking that - at this stage - no further publicity be given to the dispute, in view of late developments - the outcome of which must be awaited first.

Reports of the Officers The following Reports were accepted and recommended for adoption to Plenary: Report Report Report Report Report Report

of of of of of of

the the the the the the

President; First Vice-President; Second Vice-President; Honorary Secretary; Treasurer; Editor.

The most important points arising from the discussions of the Officers' Reports were: The Board of Officers will undertake to study the position of Corporation Members with a view to improving their status in the Federation.

Member Associations were strongly urged to supply information concerning their Guild/Association to the Executive Secretary, as soon as it is available, and that IFATCA Newsletters, including such information, be issued when the Executive Secretary considers it appropriate.

There was full discussion on developments in the field of familiarisation flights and Government paid flights, and Mr. Horst Guddat was asked to continue his work in this connection.

The Directors wished to record a vote of appreciation to the Editor for his outstanding work on "The Controller" over the past twelve years. A draft contract with the Publishing House had been negotiated in accordance with Resolution AS of the 11th Annual Conference (Dublin 1972).

It was recommended to Plenary that: 1. The publication of "The Controller" should continue; 2. The Treasurer should allocate to the Editor within the Budget, a sum of money, such sum to cover the cost of production and distribution of "The Controller"; 3. The contents of the future version of "The Controller" should reflect the Administrative, Technical and Professional aspects of IFATCA, and the Editor should be permitted to determine the actual contents of each issue within the general terms of policy as determined by Standing Committee II; 4. The Board of Officers should draft Terms of Reference for Standing Committee II during the forthcoming year and submit these to the 13th Annual Conference (Tel Aviv 1974).

The Board of Officers had approved the purchase of new equipment for the Executive Secretary.

Reports of the Standing Committees The following Reports were accepted for recommendation to Plenary: Report of Standing Committee II (Publications and Public Relations); Report of Standing Committee Ill (Finance); Report of Standing Committee VI (Constitution and Administrative Policy).

Committee A in session.

The contents of the last Report were thoroughly studied and the recommendations made for Constitutional changes were examined, chapter by chapter. The following organisational changes were made: The Board will be composed of the following Officers: President; Past President (in the year following electio n of a new President only - a non-voting membe r) ; 3 VicePresidents; Treasurer, and Executive Secretary (a nonvoting member); term s of Office shall be for two years with the exception of the Past President who sh all serve for on e year. Terms of Reference of the various Officers were approved.

The Vice-President in ch arge of Administrati on shall be responsible for the supervis ion of work program mes of all Administrative Committees of th e Federation, inc luding administrative manag ement, the supervision of the sec retariat , filing system, th e maintenanc e and publi cation of all necessary records, manuals, bulletin s, newsletters and journals of the Federation .

The Vic e-President in charge of Techni cal M atters shall be responsible for the supervision of work programm es of all Techni cal Committees, and the Vice-President in charge of Profess ional Matters shall be in chan ge of and supervise the work programmes of the Profession al Committees of the Fede ration .

Instead of a number of Regional Liaison Officers only, as at prese nt, a Counc il was called into being comp rising th e Executive and one Coun cillor for each of the nine Region s of th e worl d. Resp onsibi liti es of the Council , Counci llors, and the exact bound aries of the Regi o ns were defined.

The re-organi sati on of the Executive would take effect immed iately after the Co nference ; the Coun c il wo uld operate as from the 13th Annual C onference 1974 (Tel Aviv) and meet ing s of the Counc il (once a year and w hen dee med nec essary by the Board) to c ommen ce after the 14th Annual Conference (M elbourne).

Revised Votin g Procedures (Non-Rat if ication and Notice of Vari ation) were ag reed upon : defi nition s of "Reco mmendatio n " and .. Resol ution " laid down ; th e procedure regarding draft releases reviewed ; Comm ittee Reports to th e Final

Plenary at Conferences will be better prepared and it was decided to ask Member Associations to indicate their willingness, during the Annual Conference, to come forward and accept responsibility for the provision of a Chairman and a Vice-Cha irman for Committees A, B and C at the following year's Conference.

The Directors expressed their appreciation of the very thorough and professional way in which the Canadian Association had prepared this extremely difficult repo rt.

Reports of the Regional Liaison Officers The Repo rts submitted by the six Regional Li aison Officers were ac cepted. Austria was as ked t o co ntinue to appoint the Regional Liaison Officer fo r Easte rn Europe ; Hongkong was as ked to do the same in respec t of the Far East , and Cyprus was recomm ended to appoint the vac ancy for the Mediterranean/ Africa Region, whi le Ghana volunteered to help w ith li aison in the West Africa n Area.

Election of the Board of Officers Th e nomin atio n of Mr. F. Soden (Austral ia) was w ithdrawn and Mr. 0. H. J onsson (I celand) was elected as Vice-President ; th e no mination of Mr. E. McCluskey (United Kingdom) was also w it hdrawn , and Mr. Horst Guddat (Germ any) was re-elected as Honorary Secretary. U nder the re-organisation of the Board. Mr. Guddat w ill take office as Vice-President. Mr. G. J . de Boer (South Africa) was recommended fo r appoi ntment as the new Editor. Under the reorganisatio n of the Board, M r. de Boer will not serve o n the Board, but the Board has subsequently decided th at the Ed itor should cont inu e to attend Board Meet ings as befo re in view of his role in providing the offi cial viewp oint of the Federation.

Annual Conferences 1974, 1975, 1976, 1977 1974

A cable from the Hungari an Association co nc erning the venue of the 1974 Co nference was distr ibuted among Delegates as a Con ference Pape r. It was

15

Delegates attend ing Commi ttee A session.

recommended to Plenary that the 13th Annual Conference 1974 be held in Tel Aviv from the 13th-17th May (Late r changed to 20th-24th May) .

1975 The 14th Annual Conference 1975 was allocated to Australi a to be held in Melbourne in late April.

1976 Austria, Channel Islands, Hungary, Rhodesia and Surinam had issued i nvitatio ns. After Austria had withdrawn, and afte r an equal number of votes had been cast in favour of Rhodesia and Surinam, Surinam was provisionally accepted as the Host Association for the 15th Annual Confe rence 1976.

1977 Invitations are on record as having been received from France, Channe l Islands, Rhodesia and Hungary.

The Executive Secretary was asked to study a system to rational ise Confere nce Venues with a view to facilitating budgetary control by Member Associations.

The Chairman expressed the gratitude of the Committee to all the Associations who had issued invitations .

Appointment of Standing Committees Standing Committee II (Publications and Public Rel ations) : It was recommended that South Africa be appointed in charge of Standing Committee II with the proviso that the Board of Officers furnish Terms of Reference as soon as possible.

Standing Committee Ill (Finance) : It was reco mmended that Switzerland retain s the responsibility for Standing Committee Il l.

Standing Committee VI (Constitutional and Administrative Po licy) : It was recommended that Canada retains responsibility for Standing Committee VI.

Budget 1973 and Provisional Budget 1974 The following recommendations were made : 1. That the excess of inc ome over expenditure resul ting from the 1972 annual accounts be added to the Reserve Fund ; 16

2. that the annual subscription shall be payable before or at the Annual Conference unless otherwise ag reed by the Board; 3. that the travelling allowances in the IFATCA M anual be increased; 4. that the Swiss Association's Paper on the feasibility of a permanent Secretariat be accepted as Guidance Material and that Standing Committee ill undertake to update annually for the Conference the figures conce rning a permanent Secretariat. The Chairman expressed the gratitude of the Direc tors to the Swiss Assoc iation for the depth of thei r studies; 5. that the Board examine the possi bility of paying expenses to attend Conferences for the Chairmen of Standing Committees and the Chairmen of Conference Committees.

Any Other Business Mr. R. Shipley, on behalf of the Corporation Members, presented broad lines on the suggested status of Corporation Members. It was sug gested that the Corporation Members present thei r draft to the Board and that the Board prepare a paper for presentation to the 13th Annual Conference. The Di rectors accepted in principle the idea of a co-ordinator for Co rporation Members.

The Chairman thanked Mr. Shipley on behalf of the Board for his presentation.

On a proposal from the President, it was recommended th at an IFATCA Scroll of Honour be presented to Mr. Walter Endli ch, the retiring Editor, for his outstanding servi ce to IFATCA over a long period of years .

Mr. Guddat wished to bring to the notice of Member Associations that the Childrens' Vacation Scheme is operating successfully and requested further participation.

It was suggested that a confi rmation of Registratio n for Annual Conferences be sent to Delegates to assist them with booking when reduced rate or charter travel is avai lable.

A message of good wishes for the success of the Conference was received from the Italian Association which was unable to attend.

Committee B in session.

-

,,

""'" 1 JJ!¡li~

Committee B - "Technical" M r. c. v. Stephens (U. K.) acted as Chairman of Committee "B" throughout its deliberations. He was ably assisted by Mr. c. V. Pile (Rhodesia) and Mr. G. Doggett (also U. K.), who was elected as Secretary.

Report of Standing Committee I

mations on the subjects of particular concern to the Federation.

It was recommended that Member Associations concerned provide Standing Committee I by the 1st September, 1973, with a statement o f their practical experience in the application of procedures associated with the use of longitudinal separation based on time and radarmon itored distance, particu larly in respect of transfer of control on international routes. That Stan ding Committee I be charged with assessing these reports.

(Technical Matters) The Report of the Chairman (Mr. A. Field) as amended, was accepted and recommended for adoption.

Review of IFATCA Technical Policy The meeting was advised that no reports from Member Associations had been received. No further action was required.

IFATCA Technical Policy Statements 1973 After some amendments, the document containing Technical Policy Statements - 1973, drawn up by Standing Committee I, was adopted.

l.C.A.O. 7th Air Navigation Conference It was recommended that the report by Standing Comm ittee 1 on follow-up action to the 7th ANG, as amended. be adopted. as well as the follow-up action on IFATCA Chief Observer's report on VI EUM RAN . It was further recommended that the working paper presented by IFATCA to the VI EUM RAN meeting on t he subject "Assessme nt of the ATC workload and its effect on the overall capacity of the ATC system " be adopted by IFATCA as guidance material.

11 was recommended that the ICAO Paris Office be advised of IFATCA"s read iness to assist in the work of the Euro pean Air Navigation Planning Group in any way practicable, short of regular attendance at the Group meetings. and that the ICAO Paris Office be asked to keep IFATCA in touch with progress made by the Group and its sub-for-

8th Air Navigation Conference Member Associations would have to provide Standing Committee I with the fullest possible information on any of the following subjects: 1. those aspects of aerodrome desig n which affect expedition and safety; 2. visual aids; 3. the ATC implications of fi re and rescue; 4. taxi-ing and guidance systems and control.

Dependent on the information received Standing Committee I will prepare the brief for the IFATCA delegation to the Bth ANG . Reports by Member Associations to be received not later than 1st Septembe r, 1973.

Inclusion of IFATCA in list of ICAO Organisations The Board of Officers have decided that a Secretariat would be necessary to be able to cope with t he wo rk- load that this would requ ire. It was resolved th at until a Secretariat is capable o f acc ep ting the wo rk-load in volved, the inclusion of IFATCA in the list of ICAO Organ isations was deferred.

Work Studies Automation in Air Traffic Control It is recommended that the Member Associations wh o have failed to return questionnaires to P.A.T.C.O. - although it is appreciated that the late issue of the questionnaire left little time for the preparation of a report - should do so by 1st September . 1973. Standing Committee I will continue the study o f auto mation in ATC. 17

Air/Ground Automated Data Exchange The Standing Committee I spokesman said that in light of comments received at Dublin and 7th ANC, the necessary revisions had been made. Discussions referred to the need for ATC-messages to have priority. The working paper was adopted as guidance material and para. 4 in toto, as amended, was accepted and adopted as IFATCA policy.

"Omit Report" Procedures The Irish Association, for Standing Committee I, reported that considerably more input was required for the work programme. Emphasis was made on the point that any reduction in excessive R/T was desirable. It was decided that "Omit Report" Procedures stay on the work programme. Member Associations should forward information regarding these procedures and their experiences with the systematic use of Mode C to the Irish Association by 30th November, 1973.

Transition Altitude The transition altitude paper was adopted after amendment. As the subject was finalised, it was deleted from the 1973/74 work programme.

Standard Instrument Departures and Standard Instrument Arrivals It was concluded that the material in Section 3 of this Report as amended should be adopted as IFATCA policy, and that the working paper as amended should form the basis of any IFATCA presentation to ICAO on this subject, also that it should be conveyed to the other international user organisations concerned, i. e. IATA, IAOPA and IFALPA. Turbulent Wake This subject was deleted from the 1973/74 work programme after the German Association, for Standing Committee I, reported that no further information had become available. It was resolved that any information on this subject that the German Association had collected, should be transmitted to the Member Association representing IFATCA at the Bth ANC for use by them if the item should arise.

Safety Committees Discussion referred to Member Associations that already have some form of safety committee in existence, and the necessity for rigid IFATCA policy on the subject. The Committee's feeling was that each Member Association should be allowed to determine its own policy. It was decided that the subject be deferred pending a working paper which the Canadian Association will produce for the 1974 Conference.

Requirements of S.S.T.s regarding A.T.S. The French Association, representing Standing Committee I, was complimented upon producing the comprehensive paper tabled at this Conference. France, introducing this item, referred to the contributions provided by Administrations and aircraft manufacturers as well as Member Associations. Emphasis was made of the economic problems of SST operation and that France also possessed new information on the subject which could be used to update the paper.

18

Discussion was considerable and ranged over controller training before the introduction of SSTs, the setting up of national SST cells, the need or lack of need to give SSTs ATC priority, the necessity for the present ATC equipment in use to be improved to handle SST, the setting up of an European Supra-National Authority for SST handling.

The ICAO representative said that ICAO had already published information on SST giving 16 ATS operational requirements for the SST. The meeting felt that the need for policy on this item was pressing, and recommended that thi$ study be continued in the 1973/74 work programme, taking into consideration ICAO proposals for the handling of SSTs and comments at the Iceland Conference.

Flow Control The Chairman commended the efforts of the German Association in the preparation of its working paper and thanked the German, French und U. K. Associations for their work at the ICAO West European 6th Informal Flow Control Meeting.

A complete day was allocated for discussion. The German Association gave a comprehensive report on action to date and on the attendance of the IFATCA representatives at the ICAO 6th Informal Flow Control Meeting. Delegates strove towards the general principle of Flow Control policy, while the immediate West European problems were considered in depth by those Associations most deeply involved.

Contributions from USA and Canada describing their experiences in the applications of Flow Control assisted the Committee to distinguish between the short term requirement for Flow Regulation and the long term need for increased use of reduced radar separation based on compatible systems, procedures and equipment.

It was recommended that IFATCA supports the study and analysis of scheduled, non-scheduled and other aircraft operations using national route structures, with a view to obtaining a more comprehensive basis for Flow Regulation. Factors to be considered should include an assessment of sector/route and aerodrome capacities.

It was recommended that IFATCA accepts the short and l~ng term measures in the working paper as guidance material for the presentation of a working paper by Standing Committee I at the next Conference. Member Associations were requested to provide Standing Committee I with information on Flow Control by 1st September, 1973.

Member Associations were requested to study the following documents: (a) Supplementary procedures on Flow Control measures Doc. 7030 Pt. 1. (b) VI EUM RAN Report attachment E. (c) Attachment E to PANS RAC. Member Associations were asked to advise Standing Committee I of the adequacy of the material contained in these documents and any suggested additions. European Member Associations were further requested to advise the Standing Committee of the following information: (a) The success of temporary routes during the summer of 1973. (b) Review of preferential route structure. (c) Method of application of Flow Regulation in terms of time.

Delegates attending a Committee B meeting.

Information should reach Standing Committee I by 1st September, 1973.

It was recommended that IFATCA strongly supports as recommended by the 6th Informal Flow Control Meeting, the setting up by States or ATS Agencies as necessary, National ATC co-ordination cells charged with the resolution of the air traffic management problems within the areas concerned and with co-ordination tasks with adjacent States resulting from this work. This should include the provision of adequate means of communication for these bodies both for internal and external co-ordination: these bodies to include operational controllers to advise on the practical difficulties arising from present day nonstandardisation of equipment and procedures between neighbouring States.

Especially in the case of Western Europe at this time, IFATCA in accordance with the proposal s contained in para.

9.34 Agenda item 9 of the Report of the VI EUM RAN Meeting supports the establishment at the earliest time of a central unit for the organisation of the flow of air traffic in Europe.

IFATCA strongly recom mended that the appropriate agencies be advised of the necessity of ensuring that the proper tools are available to the ai r traffic controller to enable him to carry out effic iently the duties with which he is charged, and so to reduce to a minimum the need for Flow Control.

As for the proposed " Flow Control Meeting". the Board of Officers considered this proposal and did not think that other agencies participation would be forthcoming .

IFATCA's partic ipation in the Informal Flow Control Meetings in Paris has superceded this recom mendation.

It was recommended that the U. K. be re-appointed as Standing Committee I for 1973/74.

Work Programme for 1973-74 Standing Committee It was agreed that the work programme for Standing Committee I and the delegation of tas ks to Sub-Committees should be: 1. Routine : (a) Preparation of policy for Inclusion in Manual (S.C.1.); (b) Review of IFATCA Po licy (Netherlands).

2. 7th A.N.C.: (a) Automated Interchange of Air-Ground Data (S.C. I) (Watching Brief) ; (b) Area Navigation System (ICAO Questionnaire) (S.C.I.); (c) Airborne Collision Avoidance Systems (U .S.A.).

3. VI EUM RAN: Reduced Separation Experiences (S.C.l./Austr ia).

4. 8th A.N.C.: (a) (b) (c) (d)

Visual Aids (S.C.I.) ; The ATC implications of Fire and Rescue (S.C.I.) : Taxi-ing and guidance systems and control (S.C.I.) ; Those aspects of airport design wh ich effect expedition and safety (S.C.1.).

5 . Flow Control: (S.C.l./France/ Germany).

Appointment of Standing Committee

6. S.S.T.s. (Fran ce).

The Committee n oted the need for Standing Committee I to be appoi nted to a Member Association other than the u. K. It was stated that a new appointme nt could only be good for IFATCA in the long term.

7. Automation in A.T.C. (U.S.A.).

8. Omit Report Procedures (Ireland).

9. Safety Committees. (Canada).

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Co-Operation with International Organisations The Report by the Executive Secretary on this subject was adopted. The Report reads as follows: 1. ICAO. 1.1. Contact has been continuous and a steady stream of papers and amendments of Documents arrived from ICAO. Among these has been the programme of Meetings for 1973-4-5-6; which The Board of Officers studied at their last meeting in Luxembourg from 14-16 March, 1973. The Federation's interest in this Programme was recorded in the Minutes of the Luxembourg Meeting.

1.2. An invitation to attend the Western Europe Flow Control (6th Informal Meeting) in Paris was received and accepted. The meeting was held in Paris and attended by three IFATCA representatives from Standing Committee 1, Messrs OUDIN (France), GOEBEL (Germany) and RANDELL (U. K.). This further example of acceptance by l.C.A.O. of the 'control desk' point of view is most welcome and it is hoped that a significant input to the meeting will be made by the IFATCA representatives in due course once they have assessed the tenor of the deliberations. The value of the Federation's contacts is again demonstrated wherein individual members from their country's association can participate at international level in the solution of aeronautical problems. This could be good for all concerned.

2. IATA. 2. 1. Good contact has been maintained by the President, Wolf Goebel and the Executive Secretary with Mr. J. L. Gilmore, the IATA Regional Technical Representative. As in past years invitations to the IFATCA Annual Conference have been sent to the Director General, the Technical Director and Mr. GilMore, and it is hoped that at least one of them, or their representatives, will attend.

2.2. Two documents were received from IATA in January of this year and distributed to the Board of Officers, the Chairman of SCI and Member Associations. The first was AIRCRAFT RADIO TELEPHONY CALL SIGNS which showed the need for greater R/T discipline in the air and on the ground, and the second was the IATA ATS REFER¡ ENCE DOCUMENT costing $ 5.00 (U. S.) which gives guidance on ATS requirements, procedures and practices as seen from the viewpoint of international civil air transport operations. This document was kindly distributed by IATA gratis.

decided that were members of the Hong Kong Association to take advantage of the IFALPA offer and travel by Cathay Pacific, (or any other airline), on a non-paying basis, this could perhaps be construed as ,,accepting an advantage" under the terms of the revised government legislation. Corruption in government is a very touchy subject in Hong Kong, and the law t1as recently been amended in an attempt to combat this. Our Far East representatives were, therefore, unable to go.

4. IANC The President represented the Federation at the 23rd Annual Convention in Zurich 20/22 February, 1973. In his report the Vice-Chairman of IANC, Mr. Ray English, thought that with a declining membership, advanced technology usurping the role of the navigator and dwindling support for the cause, it was time to seriously consider whether IANC was nearing its end. Mr. English submitted his resignation. However, at the President's suggestion the IFATCA Board of Officers have agreed to continue to attend IANC Conventions providing they are held in the Country of MAs and that little cost is involved.

5. EUROCAE The 9th Annual Report of the General Assembly, October, 1971 - October, 1972, was received and passed to Standing Committee 1 for action.

6. IAOPA A copy of the proceedings of the 4th World Assembly was received and passed on to Mr. Arnold Field who attended the Assembly on behalf of IFATCA. During the IFATCA Board of Officers meeting in Luxembourg 14/16 March, 1973, contact was made with IAOPA members on the occasion of an official reception on the 15th March which included the Minister of Communications.

7. EUROCONTROL An invitation has been received for IFATCA members to attend Seminars 7-11th May, 1973, at the Eurocontrol lnst.itute of Air Navigation Services, Luxembourg. Again during the Board's Meeting in Luxembourg a visit to the ln~titute was arranged by the Luxembourg 'Guild and the Dir~ctor of the Institute, Mr. G. E. Krug very kindly explained the history of the Institute and personally conducted the Board and members of the Guild through every department, many classes of which were in session at the time. The visit has obviously been effective.

8. ILO

3. IFALPA 3.1. Close liaison was maintained with IFALPA during the Air Traffic Control Dispute in France. As is now known IFALPA took the same action as in 1968 and recommended to their members not to overfly France whilst civilian air traffic control was not in operation.

The long-awaited Report ON CONDITIONS OF EMPLOYMENT AND SERVICE IN ATC has been distributed.

9. WEAAP We shall attend their 10th Conference in Paris 11-14 September, 1973, and will read a paper entitled STRESS AND THE AIR TRAFFIC CONTROLLER.

IFALPA 28th Conference - Tokyo - 14-21 March, 1973 Full details of this Conference were given on this Conference and arrangements were made for the Hong Kong Association to represent the Federation. The chances of the Hong Kong members getting to Tokyo seemed very hopeful when IFALPA announced that Cathay Pacific Airlines would uplift delegates, observers etc. free, subject to loading only. Unfortunately the Civil Aviation Department 20

10. SATCRA The President has been in correspondence with Dr. J. W. H. Kalsbeek, the SATCRA President, regarding IFATCA attending the 3rd Congress in Amsterdam, and also the 21st Congress of Aviation'Space Medicine in Munich next September. We shall make a contribution to both meetings.

The directors of the Rhodesian and South African delegations.

New Zealand was once again represented.

The directors of the newly affiliated associations of Guyana and Ghana.

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Committee C "Professional" The Committee elected Mr. J. K. Ludvigsen {Denmark) as Vice-Chairman and Mr. H. J. Tilly (U. K.) as Secretary.

Reports of the Standing Committees Standing Committee IV (Human and Environmental Factors in ATC) The Members of Standing Committee IV were commended for their work over the past year. Regarding the study to be made by Prof. Verhaegen, of Leuven University, Standing Committee IV stated that this study would be carried out under operational conditions and at the expense of the University. The Belgian Guild will co-operate with the Leuven University and, further, the Australian delegate undertook to supply the Standing Committee with a copy of the report of a similar study which recently took place in Australia.

The Report, as amended, was accepted.

Investigations Board for Professional Faults In ATC It was recommended that the investigations should be made by a Board of Investigation on which there should be included at least two experienced controllers, familiar with the local circumstances, plus a representative from the Association. The controller involved should be authorised to listen to the tape recording and to watch the video recording, if available, before he has to appear at the Board of Investigation.

The Report was accepted.

Study on Second Career, Early Retirement and Pension Schemes The Report, as amended, was accepted.

Standing Committee IV accepted again the responsibility for continuing the study of second career opportunities of an Air Traffic Controller.

Job Analysis The Report was accepted and recommended for adoption.

IFATCA-WEAAP Conference Report The Committee were informed that the text of this paper, excluding the introduction and proposals, has already been sent to WEAAP. It was decided to draft the introduction as follows: "Whilst we are well aware that some of the items contained in this paper are contentious, we would like to present them to you from the controllers' viewpoint.

Our reason for doing this is our concern for the possible effect that stress, in its many forms, could have upon the individual controller and subsequently on the safety of aircraft. The views of various medical authorities and those of a practising controller in New Zealand have been incorporated in this paper.

It is our hope that this paper might further stimulate research into what is, in our opinion, an all important subject.

22

IFATCA is currently collecting statistical information from Member Associations on a number of aspects related to this problem. Some is already available and further contributions are expected in the near future. If any body or organisation, at this Conference, desires to carry out related scientific studies, this Committee of IFATCA would be pleased to offer their assistance in every possible way and accept suggestions on the content and/or wording of any questionnaire designed to obtain necessary information from Member Associations and to act as their agency within the profession of Air Traffic Controller".

Note: the New Zealand controller referred to is Mr. Dean A. Dalzell.

The Report of the International Labour Organisation The Committee were presented with the background details of this paper by Mr. W. Stoermann of the I.LO. He was followed by Mr. F. W. Thesen of ICAO who made some personal observations about the Report and commented on the close liaison that now exists between the I.LO. and ICAO.

Standing Committee V (Recruitment and Training of Air Traffic Controllers) Each section of the Report was examined in detail. The Report, as amended, was accepted.

Report and Statistics on the Medical Aspects of Air Traffic Control The Report, as amended, was accepted.

Appointment of Standing Committees It was recommended that Germany, assisted by the Nether:tands and Belgium, should continue to be responsible for Standing Committee IV, and that Canada should continue to be responsible for Standing Committee V.

Work Programmes for 1973/74 Standing Committee IV Work Programme: 1. A continuing study of job-analysis; 2. Preparation of a questionnaire for the "up-dating" of the !LO-Report; 3. Attendance at specific meetings; 4. Continuing study of second career, early retirement and pension schemes for the Air Traffic Controller; 5. Establishment of a library and distribution centre for reports and other useful literature; 6. Continuing the work of the "medical aspects" questionnaire. This work will be undertaken by the French Association, assisted by Switzerland; 7. That Standing Committee IV undertakes a further study of such items as: causes of incidents, lay-out of report, standardisation of investigation procedures, publishing the factual findings of investigations, and to report to the next Conference.

Standing Committee V Work Programme: 1. The continuing study of Recruitment and Training of Air Traffic Controllers; 2. Reconsideration with a view to detailing more fully the content of each Training Period; 3. Further investigation of other types of training.

Busy delegates, finding the final wording.

Criminal Acts against the Safety and Efficiency of Air Transportation Acts of Terrorism aimed al Air Transportation Security and the Information/ News Media T he Committee debated whether or not th ese w ere issu es w hi ch directly concerned ATC . It was deci ded that the subject m atter co ntained un der "Acts of Terrorism aimed at A i r Tran sp ortation " co uld be related to the safe ty o f airc ra ft and tha t it was desi rable for IFAT CA to m ake some e ffo rt to influence all th ose Sta tes who h ave not yet ratified th e T okyo, Hagu e and Montreal Convention s.

Furthe r, it was decided th at, with the exception of three paragraphs, "Secu rity and the Information/News Medi a" was not directly con cerned w ith ATC, therefore. it was no t approved and the relevant paras were incorporated in "Acts of Terrorism ai med at Air T ransportation ". This amended Report was thereafter accepted and recommended to Plenary for adoption.

Any Other Business The Comm ittee considered a U. K. proposal that a n ew Stan din g committee (V II ) should be set up and charged with the st udy of "Legal Matters" . The Comm ittee was advised that Cyp ru s, the Netherlands, the United Kingdo m ar.d Ur ug uay would b e willing to accept responsibility for this Comm ittee .

It was recomm ended that these Assoc iations be responsible fo r the formulation of Stan ding Committee V II and ch arged with the fol lowing work prog ramme: 1. To stu dy legal developments in aviation and p roduce infor mation for Conference; 2. To conside r th e matter of th e legal liabi lity of controllers and to make suggestions for action to Conference : 3. To examine the problem of indemnity of the Board of Officers; 4. To gi ve advice to Memb er Assoc iations who may be called on to give expert opinion in legal cases.

Note: The Committee would like to record thei r th anks to the Icelandic A ssoc iation for the presentation o f a Committee "C" gavel and to Dr. Kalsbeek of the National Hea lt h Organisation and Mr. Stoe rmann of the 1.L.O. for their usefu l co ntrib utions to the Committee "C" debates.

Final Plenary Session T he fin al Pl enary Session conve ned on 10th May, 1973.

Presentation of the Report of Committee A The Ch ai rman, M r. G. Atterho l m, reported o n t he work of the Committee.

T he acceptance o f the Report was p roposed , and the proposal was adopted.

Note: Shortly afte r the en d of the Plena ry Session, the fo llowing Notice of Non -Ratificatio n was submitted to the Exec utive Secreta ry: " In accordance with Resolution 73.A.22., this is to confirm notification of non-ratification of Recommendation A.1., concern ing the proposed amendment to the Constitution, w hich , if accepted as IFATCA po licy, permit the affiliatio n o f o nly one Member Association from any one State. or properly const itu ted International Organisation.

We believe that it is wrong in pr inci ple that IFATCA shou ld exc lude from affiliation, Associations of Air Traffic Controllers , whose aim and objectives are essentially the same as those of the Federation and who could make valuab le contribu tions to the wo rk of IFATCA. Therefo re. we request that since the Recommendation 73.A.1 .failed to acquire a two-thirds majority of the votes el igible to be cast at the 12th Annual Conference and more than T HREE Member Associations filed notice of non -ratification , this subject should be reconsidered at the 13th Annual Conference."

(Signed : U.K .. Channel Isl ands, South Africa. the Netherlands , Israel and Rhodesia) .

The President of IFATCA, amid acclamation , presented to the representatives of the Ghana Air Traffic Controllers' Association and the Guyana Air Traffic Controllers' Association , th e Charter of Affiliation to the Federation.

The Leade r of the Guyana delegation said that his Associat ion was very pleased that its application to join IFATCA had been accepted, and on behalf of all members o f the Guyana Air Traffi c Controllers ¡ Association . he wished to thank IFATCA members for the confidence placed in his 23

Organisation. Guyana would do its utmost to fulfil its obligations.

The Delegate from the newly affiliated Ghanaian Association, Mr. George K. Anthonio, who is Secretary of the Ghana Air Traffic Controllers' Association, addressed the gathering in the following words: "President, Distinguished Guests, Ladies and Gentlemen: I wish to thank the International Federation of Air Traffic Controllers' Associations (IFATCA) for the great honour it has done to the Ghanaian Air Traffic Controllers' Association by admitting it into membership of the Federation. As I have already expressed to Committee A, even though certain benefits will naturally accrue to us by virtue of our membership of your great Federation, we of the Ghana Air Traffic Controllers' Association are fully aware that we shall be expected to fulfil! our obligations under your constitution. Honourable Guests, as a developing country, our contributions to the efforts of IFATCA may not match those of the technologically advanced countries of your Federation; nevertheless, I would like to assure you all here present that we shall give our "widow's mite". We are prepared to discharge our duties to the best of our ability. I can see at least two areas where our efforts would be effective; firstly by accurately completing the questionnaires that you may, from time to time, send us, and secondly, by selling IFATCA to neighbouring countries.

By the latter, we hope to ease the work of regional liaison in Africa.

May I express my appreciation to the Icelandic Air Traffic Controllers' Association (ICEATCA) for the excellent way in which they organised this Conference and the people of Iceland for their hospitality. In the circumstances in which Iceland finds itself, it must have cost ICEATCA a lot of effort and money to arrange a conference of this kind.

To the Icelandic people I have this to say : that even though they may belong to the cold solitary "outpost" of the North Atlantic, they nonetheless have "warm hearts".

I would also like to convey the sympathy of the Ghana Air Traffic Controllers' Association to the people of Iceland for the disaster of Westmannaeyer. Even though it is said that here in Iceland there is a constant struggle between frost and volcanic fire, I believe that these destructive forces will refrain from consuming your dear country. My personal conviction is that since they have not succeeded in destroying Iceland since lngolfur Arnarson settled here from Norway about 1100 years ago, neither will they do so in future. If anything, they will rather create new territory for Iceland, as indeed was the case in November, 1963, when the island of Surtsey emerged from the sea-bed.

I am certain that the two forces will sooner or later either tame each other or learn to coexist, giving the Icelandic people their peace of mind.

I am glad to note that Iceland is no longer the "hermit of the Atlantic" that it used to be. It is fast becoming the venue for various kinds of activities, including "brain work". Last year the world Chess Championship was contested here. This year IFATCA is here to deliberate on ways of solving air traffic control problems (undoubtedly another piece of brain work). We are told too that American astronauts trained here for their moon flights on account of the resemblance between the lunar surface and parts of your country-side. Well, honourable Ladies and Gentlemen, if this is so, then tourists wishing to visit the moon had better come to Iceland now than wait for the introduction of regular moon flights which are still a long way off.

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I infer from the welcome address of the Honourable Minister of Aviation that the progress (both cultural and material) of the Icelandic people, their freedom and independence and indeed their very existence, have always been a function of the safety of their communication links with the rest of the world. This being so, I am sure all members of IFATCA will join me in assuring the people of Iceland that we, air traffic controllers, will do our best to keep the airways of the world safe. Iceland will no longer be the solitary "outpost of the north".

We, members of the air traffic control profession, are delighted and proud to have won a place in your hearts.

Your Mountain Goddess, Fjallkona, assured us in no uncertain terms on our arrival of your friendliness to us. To quote her own words: "You are among our cherished guests, you are our friends". We, on our part, will do all we can to maintain the friendship between us.

My trip to Iceland has benefitted me both professionally and personally. It is a long way from Ghana on the West coast of Africa to Iceland; from the Equator to the Arctic Circle; from the tropical rain forest to the land of HEKLA and GEYSIR; but my trip here has been worthwhile. I have learnt quite a lot. It is now a settled fact to me that Leifur Ericson, the son of Eric the Red, discovered North America nearly 500 years before Columbus disembarked in South America. My observation also since my arrival here, is that almost every Icelandic name ends in "SSON" (Sierra Sierra Oscar November). At least this is the impression I get, Distinguished Guests, looking at the list of members of the organising Committee of IFATCA 73. If I should go by the data I have gathered on Iceland, I would add that Ghana is twice the size of Iceland and that my country has a population 40 times that of this country.

To come back to IFATCA, I would like to take this opportunity to thank all past Officers for a good job done for the Organisation. I wish also to congratulate the new Officers on their appointment and wish them the best of luck in their onerous tasks.

Before I conclude, Honourable Guests, may I thank all members of IFATCA for "welcoming my association aboard". I should, once more, like to express my gratitude to ICEATCA, our host association, to all those connected with the organisation of this successful conference and to all the people of Iceland for their hospitality."

After this, the President invited the new Vice-President, Mr. 0. H. Jonsson (Iceland) to take his place with the other members of the Board and welcomed him to the Board. The new Vice-President spoke a few words of thanks and appreciation for the honour accorded to him. From the floor some one commented that it was about time that some more weight was added to the Board, a remark which caused much hilarity.

The President went on to say that he wished to congratulate Mr. Horst Guddat (Germany) for being re-elected to the Board, this time in the capacity of Vice-President (the post of Honorary Secretary having fallen away as a consequence of the re-organisation of the Executive).

The President then called on Mr. G. J. de Boer (South Africa) to step forward and invited him to take a seat with the members of the Board following his appointment as the new Editor of IFATCA. Mr. de Boer briefly thanked the Board and the members for the confidence placed in him, and said that he would do his best to follow in Walter Endlich's footsteps, which would be far from easy.

The new Vice-President, Mr. 0 . H. J6nsson, addresses the Final Plenary Meet ing.

Presentation of the Report of Committee B The C hai rman, Mr. C. V. Stephens, reported on the work of the C ommittee.

The acceptanc e of the Report was proposed, and the proposal was approved.

Presentation of the Report of Committee C The C hairman, Mr. J. D. Thomas. reported on th e wo rk of the Co mmi ttee.

The acceptance of the Report was proposed, an d the proposal was adopted.

Addresses of Farewell to the retiring Officers of the Federation Mr. Monin sa id that he now wanted to c all Mr. G. W. Mo nk, the retired Executive Sec retary, fo rward. T he President add ressed Mr. Monk as follows: "Geoffrey Mo nk, a name well known in b oth civil and military aviation ci rcles.

In 1935: Mr. Monk entered civil aviation at Croydon as a con trol officer. Followin g service in the Royal Ai r Fo rce, he was awarded a DFC for active service overseas servin g in the NW Frontier.

In 1939: Recalled to R.A.F. on the outb reak of war, Mr. Monk served in an Ai r Traffic Contro l capacity which at the time was called "Flying Control" . He spent most of his time as a Wing Com mander at Bomber com mand headquarte rs in a section k nown as Central Flying Contro l (C FC). CFC was the unit charged with the safe diversion of returning Bombe r Command aircraft - freq uently on a mass diversion basis to ai rfi eld where the weather was k nown to be satisfacto ry, assisting i nd ividu al d iversio ns together w ith other commands usually fighter command, with special regard to airc raft reversely damaged by enemy action.

1945/46 : Mr. Monk returned to civi l aviation and had initia lly overa ll responsibil ity for all newly openi ng ATC

units in the n orth of England, Northern Ireland and Scotland.

This task was later d ivided (approx. 1947) and Mr. M onk was t hen appointed to Scottish division as Divisional Air Traffic Contro l Officer with overall responsibi lity for 13 airfie lds, the Scottish arid Oc eanic Air T raffic Cont rol Centres.

Approx. 1956: Mr. M onk was appointed Divisional Ai r Traffic Control Officer of the Southern Division , embracing London Airports (Heathrow an d Gatwick an d London Ai r Traffic Co ntrol Centre).

In 1963 : At the tirtie when he retired from Government Service. Mr. Monk accepted the task to serve IFATCA and was appointed by the Board of Officers as the first Executive Sec retary of the Federation.

During ten years, Mr. Monk has done much to promote the image of the Federation and further the aims of IFATCA. During this period of growth he established contacts with more than 80 countries.

The setting up of a secretariat is not an easy task and Mr. Mon k has proved his qualities as an excellent admi nistrato r. Furth er, atten ding conferences on behalf of IFAT CA, he has made avai lable to us his deep know ledge and understanding of ATC matters. All those who met Mr. Monk have always been much impressed by his so courteous and gentle manly manners.

It might be thought that Geoffrey is burnt out. I can assure you that this is not so. Drinking the wine of Neuchatel at 0400 o'clock in Dublin, after the final party. what more can one ask from a Secretary. It is true that Geoffrey has always done much more than could be expected of a Secretary and even this year, attending this conference as o ur guest, we have seen him working hard to help in the conference Secretariat.

Lastly, Geoffrey, I should like to associate your wife Margaret with this. Whilst we are all sorry that she cannot be wit h us today, we assure her that she is not forgotten an d I thank her for the part she has played.

Th e best words are in adequate to convey to you, Geoffrey, o ur grat itude for all you have done for IFATCA. On behalf of the Officers, the Member Associations, the Observers an d Guests as well as of all those who - I am sure would like to be with us today, it is now my great honour

25

and pleasure to present you with this Scroll of Honour, a token of sincere appreciation for all your efforts on our behalf."

In reply, Mr. Monk addressed the Conference with expressions of sincere appreciation for the great honour in receiving the IFATCA Scroll of Honour, and ended by saying that he was absolutely confident in the future of the Federation, with such dedicated men at the helm as the President and his helpers. Mr. Monk thought that IFATCA was fortunate in having such men.

After Mr. Monk - following a standing ovation - had returned to his seat, the moment had come to say goodbye to our retiring Vice-President, Mr. J. D. Thomas (Rhodesia), who had decided not to stand for re-election because of ill-health. The President, in a moving speech, stated that he could not visualise the Board being without the dedicated services of "Tommy" Thomas, who, in his years of office and service to the Federation, had worked tirelessly to enhance our status, and with a great measure of success.

Mr. Thomas replied briefly and stated, as Mr. Monk had done, that IFATCA would go from strenght to strength and had a great future. Mr. Thomas received a standing ovation from the gathering.

An equally moving occasion was the President's speech of farewell to Mr. w. H. Endlich, the retiring Editor, who had rendered such outstanding services to the Federation. The President spoke as follows: "You, Walter Endlich, a man of all work, are the last survivor of the first generation of Officers of IFATCA. For twelve years you have not only been the Editor but also the Public Relations Officer and the whole of Standing Committee II of the Federation. During twelve years you have not been sparing of your time nor of your work to establish and enhance the Federation. The IFATCA journal "THE CONTROLLER" is your own child and has been of inestimable value for the settlement and the dissemination of the image of the Federation, and thus of the Air Traffic Control Profession throughout the World.

Your work as Editor, Walter, has not been free of obstacles and difficulties. The lack of time, the lack of finances and the workload have been part of your every day's life. Particularly during the past two years, you have had to take important decisions concerning the publication of the Journal, sometimes certainly against your own will and also after due deliberations with the Board of Officers.

However, in spite of all difficulties, your natural optimism and open-mindedness have always overcome and even after the time you had decided to retire from the post of Editor, you have continued to prepare the future of the Federation's journal, whatever it may be. We are all aware of the loss that constitutes for the Federation - your decision to discontinue your work as Editor. Your devotion to IFATCA will remain undying in our memories and I hope this will be an example to all our individual members.

Lastly Walter, I should like to associate your wife with this short eulogy, for we all are aware of the sacrifices that such an activity requires from our good ladies.

Walter, the Federation is very much indebted to you for all you have done during your Officer's mandate. On its behalf I have much pleasure in awarding to you the IFATCA Scroll of Recognition for your outstanding services to the Federation."

Mr. Endlich thanked the President and the members for the high honour accorded to him, and he was obviously moved by the occasion. The standing ovation which Walter

26

received after he had stepped from the rostrum, was ample proof of the tremendous appreciation for this popular Officer, whose name will be remembered by all members who belong to IFATCA in our time.

Addresses by Guests and Observers Representatives of IFALPA, I.LO., and Corporation Members briefly addressed the Meeting. They expressed their appreciation for the hospitality extended to them, their thanks for a superbly organised Conference, and their heartfelt good wishes for the future of our Federation.

Mr. H. Schi.itzendorf, the Observer from the European Organisation for the Safety of Air Navigation, EUROCONTROL, spoke words of thanks for the invitation to the 12th Annual Conference of IFATCA, and stated that he had followed with great interest the various discussions. Mr. Schi.itzendorf went on to say that the results of these would certainly be noted carefully by the Eurocontrol Agency.

Some of the subjects covered were under constant review

by Eurocontrol. Last but not least he wished to thank the Icelandic Air Traffic Controllers' Association, the Organising Committee and their ladies for their warm hospitality.

The following was the text of an address read out by Mr. Nikitin, CAWU Central Committee, U.S.S.R.: "Mr. President, Distinguished Delegates and Guests of the 12th IFATCA Conference, Ladies and Gentlemen.

Permit me on behalf of the Aviation workers Union Central Committee of the U.S.S.R. to convey our most cordial greetings and to express our deep gratitude to the Board of Officers for the opportunity to take part in the work of the conference.

We would also like to say "Thank you very much". to the ATC Association of Iceland, its Chairman Mr. Ernst Gislason and the Organising Committee for the hospitality we felt throughout the whole period of our stay in Reykjavik.

It is with great pleasure, interest and attention that our Union follows each step of the progress of the Federation. Our Union sends its representatives to ~he c~nferences of the Federation and strengthens friendly ties with many national ATC associations.

The 12th Annual Conference of IFATCA has done much.

It has considered a number of very important problems, c~nnected with the efficiency of ATC, introduction of technical . progress and many other professional and purely technical questions.

We consider that with the aim of a more successful solution of those problems it would be good practise to establish close co-operation of aviation workers of various professions, as well as to possibly work out a joint document on the problems for the forthcoming International Labour Organisation Conference.

We have not yet done all we could to provide normal work for the controllers, safety for our passengers and crew-members. The Soviet aviation workers share serious concern of Air Traffic Controllers over the continuing acts of hijacking and sabotage. They indignantly denounce the criminal actions of air pirates.

The CAWU Central Committee has clearly stated its position on the question both in the press and over the radio.

This position is in full conformity with the position of the USSR Government, which was stated by the Soviet representatives at meetings and conferences in Hague and

Final Plenary Meeting.

UNO in committees and subcommittees of ICAO. The Soviet Union is known to have ratified the Hague and Montreal conventions.

Since the very first days of the existence of the Soviet power our country has conducted and is conducting the policy of improving relations with people of all States.

The acts of terrorism d irected towards civil aviation lead to deaths of innocent people, and sometimes to the aggravation of the relations among States.

On the 3rd of January, 1973, with the aim of increasi ng safety of flights on domestic and international lines and providing greater protection for the lives and health of aircraft passengers and crew members, the Presidium of the Supreme Soviet of the USSR adopted a decree " On Criminal Liability for Hij acking of Aircraft."

We hope that all the States shall take decisive measures to provide safety of flight in order to put an end to ai r piracy.

We wish the Federation and all its Member Associations great success in the solution of all the problems of Air Traffic Controllers.

May they develop and st renghten friendship and cooperation among Air Traffic Controllers of all countries and continents.

Thank you."

Final Address by the President of IFATCA This confe rence has been a new highlight in the life of IFATCA . You just heard th e amount of work achieved by the committees. We have had 29 Member Associations and 10 Corporation members attending. T he Associations of Ghana, Guyana, Mexico, USSR and Eurocontrol have attended as observers. 17 International or National Organisations were represented also and lastly 46 ladies from 13 cou ntri es have honoured the conference with their presence.

The more time made available at this conference for the committees to discharge their respective tasks, have proved to be much valuable and has permitted some deep reconsideration of the different agenda items.

I wish to place on record my app reciation to the excellent chairmanship of Gunnar Atterholm, Steve Stephens and Tommy Thomas who with their vice- chairmen and secretaries and together with the secretariat of this conference, have man aged to meet the dead-line of t he final plenary session.

It is obvious that they had to make much use of the splendid gavels presented by the Icelandic Association.

The new requirement by the Board of Officers concerning the drafting of the recommendat ions has proved to be of great help. However, all the work achieved wou ld be of little consequence without the support of the secretariat.

I should like to say ou r appreciation to all those individuals sitting in the back rooms and working hard and late to ensure smooth and good proceedings of the conference.

As you know, our first vice-president T ommy Thomas, retires at the end of this conference. Even though th is is a consequence of life, I can hardly imagine the Board of Officers without Tommy. With his natural diplomacy, w it h his deep knowledge in al l professional and techn ical matters and his well-known ki ndn ess, T ommy has always given very good advice within the Board of Officers. You are leaving the Board, Tommy, but I hope that we are going to continue to meet you on the IFATCA scene in the years ahead. Th ank you , Tommy.

I turn now to Walter Endlich who as I mentioned already, is the last one of the f irst generation of the Officers of IFATCA. We all know that Walter is going to continue in his everyday's life to serve Air Traffic Control - Than k you.

As you know from the Comm ittees' Repo rts, Ole J6hnsson of the ICEATCA has been elected as VicePresident of the Federation . Ole has a deep know ledge of the Ai r Traffic Control matter and we must be very grateful that he has accepted to join the Board of Officers and to make his knowledge available to the Executive of the Federation. Welcome in the Board, Ole. This is not an easy task that Mr. G. de Boer has accepted in becoming the new Editor of the Federation. Here also we must be very grateful to him and also to the South African Association which is willing to support him in this office. Thank you Mr. de Boer.

27

With the new affiliation of both the Ghana and Guyana Associations, the Federation has now 38 Member Associations. The number of our Corporation Members did not change and we remain with 20 as we have been informed that IBM Paris wished to withdraw their Corporation Membership.

Finally I wish to address the gentlemen of the Icelandic Association. Here also I think words are inadequate to say our appreciation for the wonderful organisation they have provided for the conference. We know that it is hard work and we highly appreciate this smooth and very efficient way they have prepared and run everything. I am certainly speaking for all those attending when I say that we shall depart with most pleasant memories of your country.

Thank you very much ICEATCA.

Closure After the President's final words the Chairman of ICEATCA, Mr. Ernst Gislason, on behalf of the Host Association, moved the closure of the final session.

The Conference was over.

Further Conference News Technical Panel Discussion Under the theme "The Controller in the Equipment Jungle", a panel discussion under the direction of Mr. W. H. Endlich was held on Thursday, 10th May 1973, at 0900 hrs. The panel consisting of IFATCA Corporation Members, discussed new developments in Air Traffic Control, with slide presentations (some from Denmark) and films in glorious technicolour. There was great interest in the discussion and Conference participants attended in considerable numbers.

Technical Exhibition As on so many previous occasions, Corporation Members used the occasion to exhibit in the special area set aside by the Conference organisers for display purposes.

The following Corporate Members exhibited, arousing much interest: AEG-Telefunken.

Cessor Electronics Limited.

Dansk lmpulsfysik A.S. Ferranti Limited.

Plessey Radar Limited.

International Aeradio Limited.

Selenia Elettronische lndustrie.

Disaster Fund for the Inhabitants of Vestmanna Island On behalf of the wives of the visiting delegates, an appeal was lodged by Mrs. J-0. (Romy) Monin to all those who attended the Conference, to make a special donation to the Disaster Fund for the relief of the inhabitants of Vestmanna Island, as a show of appreciation for the

28

magnificent hospitality extended by the people of Iceland to Conference participants.

The delegate who said - during a speech - that the name "lce"land should have been spelled "Warm"land, could not have expressed delegates' sentiments more clearly.

Acknowledgements by the Federation Again, as on previous occasions, it is impossible to list the names of those who made the Conference what it was: another tremendous success.

The Federation wishes to acknowledge, first of all, the generosity of the Minister of Aviation, the Mayor of Reykjavik, and the Director of Loftleidir Icelandic.

The IFATCA '73 Organising Committee was in the wonderfully capable hands of: Sigmundur Gudmundsson.

Einar Einarsson.

Olafur H. J6nsson.

Staff.

Conference Area Social Functions Registration and Reservation Secretariat and Printing Display Area Transportation Reception Information Public Relations

lngvar Valdimarsson.

Hjalmar Arn6rsson.

Jon Alfonsson.

Pall Gestsson.

Larus P6rarinsson.

Guoni Olafsson.

Kristjan Einarsson.

Bjarni Nikulasson.

Guomundur Matthiasson.

No words can adequately describe the appreciation felt by all Conference participants for the unforgettable days spent in Iceland as guests of the Icelandic Air Traffic Controller's Association. How a small Association such as ICEATCA can rise to the occasion in such a magnificent manner, will continue to fill us with the utmost admiration.

We all made firm friends of Iceland who will always be remembered.

The thanks of the Federation are, of course, equally due to the busy workers of the Conference Secretariat; to the Corporate Members for their assistance and advice, which was forever forthcoming, and to Loftleidir Icelandic for the concessions in travel and accommodation granted to us.

The Busy Workers of the Conference Secretariat The Report on the Conference would not be complete if the hard work done by the workers of the Conference Secretariat was not mentioned. Every year, the amount of this work goes up and IFATCA '73 was no exception.

The Executive Secretary visited Iceland in February 1973 to discuss Conference arrangements with the Icelandic Association, and was shown round the Secretariat at the time. This is what Mr. Harrison had to say on his return home after the Conference had ended, in a letter to Mr. Pall Gestsson: "I shall not forget our close association and your unfailing co-operation during the period at all times - especially when the pressure was on. I don't ever remember you raising any difficulty with problems when they occurred, and your relationship with the printing staff was obviously first class as everything was cleared up each day - as promised way back in February.

And to the ladies Asdis Emilsdottir, Elisabet Bjarnhedinsdottir, Aslaug Guajonsdottir and lngicerdur Jonsdottir I should be happy if you would tell them how grateful I am for their efforts which contributed so much to the succes of the Conference. The amount of paper work which I brought home safely was a monument to the industry of the ladies and the Secretariat."

So, IFATCA o¡..ves the success of the Conference not only to the capable organisers, but also - in no small degree - to the unselfish and dedicated work of these backroom workers who - never in the public eye and virtually unknown to the delegates themselves - nevertheless took such an active and indispensable part in the proceedings.

ICEATCA after IFATCA '73 Some of us, back at home after visiting fascinating Iceland, are wondering how the Icelandic Association now views the Conference, after it is all over and the event has passed into history. Has it all been worth while? Has it done ICEATCA any good; are there any unforeseen drawbacks?

Let's hear what our Vice-President 0. J6nsson has to say. OJ should know, having been so intimately involved in the preparations for the Conference, and he has also done more than his fair share when the Conference was in session. Many of us have seen him in action manning the IFATCA desk in the hotel lobby; in fact, he was everywhere, although he - only just - did not manage to be in two places at once.

OJ says : .. We've been so busy since you all left, chasing money and fighting bills, we haven't had much time to think, but we now have the end in sight, so may be we can start thinking of other things again.

Although we all took an active part in the day-to-day programme, of the Conference itself, the overall planning was done by three controllers only, and we look back on it all as a wonderful experience. We loved every minute of it. We in ICEATCA feel this really was worthwhile. What we gained? We teel that we gained most of all a better understanding with our ATS Administration as a result of the co-operation and the contacts made. Very important contacts were established and many renewed. and in that respect we feel that IFATCA '73 - for us - was a success.

The three of us on the overall Committee of planning received approximately two weeks' leave before the Conference, also during the four days the Conference lasted, and one more day after. This helped, of course, but the others did everything in their spare time.

Problems we probably had, yes; we must have run into some, but we have forgotten all about them, so perhaps they didn't amount too much. One problem confronting us was the fact that all tlie Conference papers were lost enroute to Iceland, so we had to have them all reprinted in a few hours. I think everything went well, but I still remember how surprised they were, the wonderful staff of the Hotel Reception, when we told them that we. ourselves, had decided to do all the reception work, deciding who would be staying where and how long in the Hotel , and we took over the keys and bookings. It worked beautifully. I think we're willing to accept another Conference at short notice.

We are very thankful to all the participants of IFATCA '73 and to all the many contributors and other people who helped us in making IFATCA '73 not worse than it was".

IFALPA at IFATCA 1973 Captain Frodi Bjornsson, the Representative of t he International Federation of Airline Pilots' Associations at our Reykjavik Conference. has reported back to his Executive through an excellent Report, a copy of w hich was sent to our Executive Secretary by Mr. V. H. King, IFA LPA's Technical Secretary.

Captain Bjornsson 's comments regard ing IFA TCA '73 were very favourable and, in the Captain's words , excellent facilities were provided and t he Conference prog ressed smoothly in all respects. On t he question of T ransition Altitude, the point was made t hat IFATCA's po licy statement was contrary to the one approved at the IFA LPA T okyo Conference, in that it requ ired the trans ition altitudes to be as low as possible, in acco rdance with ICAO requ ireme nts.

IFALPA's apprec iation was expressed for the co-operation extended at the 7th ANC to the IFA LPA delegation by the IFATCA delegation. T he difficu lties t he Hong Kong Air Traffic Controller's Associatio n had in regard to free travel to the IFALPA Tokyo Conference we re also inc luded, and it was good to know that IFALPA members wi ll have a clearer picture of why IFATCA was unable to be rep resented in Tokyo.

One o f th e reso lut ions contained in our working paper on "Acts of Ter ro rism Aimed at A ir T ransportation " received particular mentio n in Captain Bjornsson's Repo rt,

29

namely: "The Federation deplores any Government direction which prevents controllers from giving immediate information regarding bomb threats or impending hijackings to the Captains of aircraft, and whole-heartedly supports all controllers who, through a sense of moral responsibility and professional pride, disregard any directions of this nature."

Captain Bjornsson ended his Report by stating that IFATCA was a growing organisation which can be expected to have an ever increasing influence throughout the world of aviation.

IFATCA '74, IFATCA '75 and IFATCA '76 Planning for the holding of an IFATCA Annual Conference starts at a very early stage, as Mr. Willy Katz, the President of the Air Traffic Controllers' Association of Israel and his team so ~learly demonstrated at IFATCA '73 at Reykjavik. Such is the size of an undertaking of this kind - as a result of IFATCA's increasing activities and status - that the host association of the following year's Conference now occupies a special stand in the exhibition hall of the present Conference in order to deal with the many queries which stream in a whole year before the event.

Mr. Katz and his helpers were kept busy throughout the Reykjavik Conference answering questions, handing out leaflets, giving details of arrangements, etc. on the 1974 13th Annual Conference, which will be held in Tel Aviv from the 20-24 May, 1974. An attractively prepared leaflet in the colours of IFATCA gave details of hotel accomodation, sightseeing, meeting participants on arrival and transfer to hotels, the time-table of the Conference, climatic conditions and ladies' program. The Israeli Association will write to every IFATCA member to inform him or her of the arrangements in hand.

Those who have had an opportunity to study the leaflet referred to, are advised, however, that the programme arrangements remain flexible and are subject to re-arrangement within the dates given.

In late April, 1975, IFATCA '75 will be held in Melbourne, where the Civil .Air Operations Officers' Association of Australia will be the host organisation. The leader of the Australian delegation to IFATCA '73 handed out an information folder to all associations represented at Reykjavik, and personally gave details of the arrangements which were being planned. Delegations were asked to complete a questionnaire, mainly concerned with questions regarding travel, in order to give the Australian Organising Committee an opportunity to study this aspect thoroughly.

The way in which Mr. Alexander went about to give information and to collect details for his committee, left members in no doubt that this Conference will be meticulously planned and organised, and IFATCA can once again feel proud that so many of its affiliated associations take their tasks so seriously.

The 1976 Conference will be held at Paramaribo, Surinam, as decided upon at Reykjavik. During the discussion

by Committee A regarding future venues of Conferences, ~r. W. Adams of the Surinam delegation gave an interesting outline of what members may expect who will be present in Surinam in 1976, and his excellent expose in no small way contributed towards the finalising of the location of IFATCA '76. The Surinam Association will have every reason to be satisfied with Mr. Adam's representations.

Surinam has the reputation of being a hospitable coun30

try, and is situated on the North-east shoulder of South America on the Atlantic Ocean. Formerly it was known as Netherlands Guyana. The capital, Paramaribo, about 20 km. from the coast, was built in a wide bend of the Surinam River, and offers excelllent tourist facilities in the way of good hotels, good climate, etc. The airport at Zanderij is 46 km from the capital, and has the reputation of possessing one of the best and longest runways on the whole continent. Some of the world's best known airlines run regular services to and from Surinam.

Camera and film enthusiasts come from all over the world to make studies of the beauty of its flora and fauna, the colonial style buildings, its open red bauxite mines, rivers, dense rain forests and its many other faces. No doubt, the host association will issue more details of this friendly, colourful country as time advances nearer to 1976.

Notice to Members Members are advised that the IFATCA Children's Vacation Scheme, which has now been operating succesfully for some time, is ready to accomodate more participants, and the original announcement is therefore repeated below.

IFATCA Children's Vacation Scheme Travelling to foreign countries by young people always leaves lasting impressions, educational exposition regarding country, culture and people.

For many reasons spending a holiday period in another country is not possible for a number of families.

This, unfortunately, during a period of mental capability, keeps many children from experiencing the way of life in foreign countries. picking up foreign languages easier, understanding people of countries, kids normally just travel with their fingers on the map.

Many organisations therefore have spent energy, time and money to realize children exchange programmes.

Gradually growing in popularity and scope they proved to be beneficial to most of the participants.

There is no reason to withhold our children from an exciting experience.

The idea is that a child can travel very reasonably to another country by air and have holiday as the guest of another controller family. In return he invites a child from that family to stay with him.

So we just need someone to collect and pair up the applications. That I am willing to do.

If you wish to exchange a child please write to:

Mrs. Heidi Guddat, D-6368 Bad Vilbel-Heilsberg, OttoBussmann-StraBe 7, Federal Republik of Germany.

There is a printed questionnaire which is available from member association offices and which is a help to me if you can fill it in.

As soon as prospective partners are found, application forms are provided to make final arrangements.

Heidi Guddat

Provisional Time Table SUNDAY May 19, 1974 Arrival of Participants in Israel Registration MONDAY May 20, 1974 Registration Official Opening Working Sessions

13th Annual Conference

of the International Federation of Air Traffic Controllers' Associations

TUESDAY May 21, 1974 Working Sessions Reception by the Mayor of Bat Yam Night Tour of Old Yafo WEDNESDAY May 22, 1974 Working Sessions

Evening

THURSDAY May 23, 1974 Technical Presentation Final Sessions

Evening

Dear Colleague, Corporation Member and Visitor, We have the pleasure to inform you that the 13th IFATCA Conference will be held in Isreal in May 1974.

We shall do our utmost to continue the tradition of previous conferences and trust that the coming one in Israel will be a great success. We hope to have many guests from all over the world.

By attending the conference in Israel, you will have the opportunity to visit this country and to experience the beauty of its landscape, the variety of its people, its historical past and its archaeological findings as well as its present dynamic development.

We very much look forward to having you with us in 1974.

Israeli Folklore Evening

Banquet

FRIDAY May 24, 1974 Excursion Tour

Evening

"Meet the Israeli at Home" Home Hospitality

General Information Location The Pan American Hotel, Bat Yam (near Tel Aviv) Official Language English Registration fees (per person) Participants Accompanying Persons

$ 20,$12,-

These fees cover: Participation in the Professional Sessions Receptions Secretariat 13th Annual IFATCA Conference P. 0. Box 16271 Tel Aviv, Israel Ladies' Program

Sincerely yours,

In addition to the general social activities to which the accompanying ladies are invited, a diversified program will be arranged for them during session time, including an "Arts and Crafts" tour, visits to a kibbutz and Women's Army Base.

Willy Katz

Climate

President

May is one of the nicest months in Israel. It is pleasantly warm during the day and cool at night. Average temperatures for May are: Fahrenheit Centigrade 59.36-76.64 Tel Aviv 15.2-24.6 59.18-79.52 Jerusalem 15.1-24.6 71.96-95.90 Eilat 22.2-35.5

Air Traffic Controllers' Association of Israel

31

MORGlf.\iBLADID, l>RIDJUDAGUR 8. :I.IA! 1973

FJugumfer~astjorar }>inga i I g:er var sett I Reykjavik all>i6i'llegt j>ing flugumferi'larstj6ra og er j>ai'l haldii'l ai'l Hotel Loflleii'lum. Um 300 fulltruar vli'lsvegar ai'l ur heiminum s:ekja j>etta j>ing.

Veri'lur j>ingai'l daglega til 11 • mai nk. en l>:I um kviildii'l lykur

r:li'ls tefnunni .

Alj>j6i'lasamband flugumferi'larstjora, IFATCA , var stofnai'l 1961 i Amsterdam og l>ai'l voru flugumferi'lars tjorar ei'la rettara sagt feliig l>eirra frA Austurriki, Belgiu, Danmiirku, Finnlandi,

Reykjavik

Frakklandi, l>yzkalandi, lslandi, lrlandi , Luxemburg , Hollandi, Noregi og Sviss, sem stofnul>u sambandil>. Slik j>ing sem j>etta eru haldin Artega og er j>etta I fyrsta sinn sem l>ingii'l er haldii'l her A landi. Nu eru i sambandinu

12000 mei'llimir 36 landsfela

Nuverandi formabur ga . .

J •. . samban dsins er .0 . n1om frA Sviss en varaformai'lur J .D. Thomas frA Rhodeslu. Formai'lur felag lenzkra flugumferi'lar s tjo s 1S· Ernst Gislason . -S.dor. ra er Fra kkla~~i i ~etur, er tlugum· !e~arstJo!-;ir t?ru i v~all og h~~'"'" tQk vi3 fluglllnte.</lar-

stJorn, og atburoir a LundU tlugvelH fyrir skommu, er fl~;_­ umferOai_-stJorar a flugvel!}inum u~~u a lhr, u~n e>nn, ats h:etta ~torfum um ttma vegria tUkynn.

1ngar um.. s'?rengju, sem falin hef'l51 _ven('S I nug.turn}num Hver~1~ bregCiast skuli vill, ~e . ar shk1r atburilir gerast ". g ingarmik.l! ·<'St • er .,yll' V1 .angsefnj a l>inginu.

The Icelandic Press reporting on the Opening Session in the National Theatre " Fjallkona", the · Mountain Goddess during her speech. '

Fni setnlngarathOfninni i l>jolrlei khusinu i grermorgun. Gelrlaug f>orvaldsdottir, leikkona, tlytnr ( Lj0sm. Mbl.: Sv. l>onn.)

ljOcl.

l>ing flugurnf erl>arstj6ra h6fst i grer ._ nrer 300 fulltruar fra 36 londurn sitja f>ingi<J TOLF'l'A arsJ>lng Alt>jolrasambands ftugumfe rlrarstjora, IFAT CA, befst i g->iermorgun melr setn lnpratbOfn i J>j631eikhuslnu, en silran var l>lngstortum tram halclil a Hotel LofUeilSum. Nrer 3ot nugµmtenfarstjOrar fr& 36 liindum ~tja l>ingiiS, sem stendur ftaDl 4 fbnmtudagskvoJd. Vilr setnlngaratbofnina i l>jolr· leikhasinu nuttu avorp Hannibal Valcli.m.arsson. samgooguralr· herra, Blrgir isl. Gunnarsson, borgarstjorl, J. D. Plenin, forsetl All>iOclasambandsins, og Ernst Gislason, formalrur Felags isl. flugumferlrarstjora, sem settl !Nngilr. i:>ingstort hOfust a Hotel Loft· lei6um eftir hadegits, en sil!degis l>Agu pingfulltruar boll bD!'garstj6rans i Reykjavik. f dag ver'oor pingstorfum hald >O afna.m., en i kvold hetur samgongural!herra boll fyri.r ping·

tuUtrua. ?>ingstorf halda siOan umferl5arslj6rans scm atvinnuAtraz:n ~ mo~un og l'immtudag grein, m. a. mei5 ~illlli til at· og l>>f1€1Tl'U !Ykur mel5 kvoldfagn. vinnuoryggis, pjalfunar, eftir· a3i a timmtudagskvold, en a launa o. fl. p. h . fostudag verl!ur fw-i~ i skoOun A fund i mei'l fretl<imo nnum i arfe1~ um Su6~1iland . ga?r ra?ddu stjornarmen'1 sam~Jolmargir .l>mgfulltru.ar _hafa bandsins nokkui'l um sta.rf pes9 teki(j konur s~na~. mec5 ser t1l fs. og bar m . a . a goma hugsanleg. ~ds og er ~rstok dagskra fyr. ar allgerl5ir sambaindsins vegna ir konurnar 1 dag ~-g n~tu daga . flugvelarana. J .D. P lenin , forseti Skol5a l>a?r PJoi5mmJasafn i<'l, sa,mbandsms, sagOi i J:>vi samsrekJa _ ';>oil forsetahj6nall'1Ul all band!, all sampykktir pinga sam· ~~r tsum, . f~ra ~Oun~r· bandsins vreru meira t iHogur en ~e Cl um Reyk!v1k, 9Ja t1zJcusyn· bindandi akvarl!anir, en hvaO mgu og fara 1 ve rzlunarlei<'lang. ~l ugvelaran snerti, m yndi samur. . . . band!O hvetja rikisstj6 r n ir t il l>in~ 1~ slarfar 1 l>remur nefnd· all fullgilda al):>joOa~amkomu · um, SlJ?rnunarnefnd, la?knfn.efnd lagi<'l um vamir gegn flugvela· unefnd .. . - Fjallar sit r-,mum · fog alvmn og .!.am ba n d"10 myndi yrs 1a ~m -~lJornun_armAleCni veotia ail>J60asamlokum flu . samba.ndsms. onnur fJallar um . . . . g ymiss konar la?knoimalefni, J>r6. man na ~l'OOntng e~tir megn~ ' bar un og framfarir, rann.sOknir og at tu 1>e1rra gegn fiugvelaranum . ta?kjabunall. sem koma flugum - bnnur atr i<Yi, sem frettmem h a fa ferllarstj6rum all gagni j starfi, oreli<'S og fjallalr ve~u.r um a og su J:>ric5ja fjallar um .!.1arf flug l>essu l>lngi, eru aUburoirnir i

!.

-----

Mlllv lkudagur 9. mal 1973

The Conference was widely reported in the Icelandic press.

On the let( Mr. Hannibal Val dimarsson, Minister of Aviation , addresses the Conference.

J. D. l\fonin, foN<eti a lpjMasamb :mdsins, og Ernst Giswon, forma<rur Felags isl. nug nmfer~arstjora. - (Lj0sm. Mbl.: Sv. l>Ot"m.)

Above , Mr. J.-0 . Mon in , President of IFATCA , and Mr. Ernst Gislason , Chairman of the Icelandic Association, discuss a conference matter. Below, Opening Session in the National Theatre , Reykjavik.

samglingumlllarlillber ra flytur llvarp silt viii 00 Hannibal Valdlm~;~:llasamtaka flug umferllarstjdra. VIII langborllill setning u llrsl>lngs a lpjdllesamtakanna. sltja forystum enn a Tlmamynd Gunnar. l>rilljudagur 8. mal 1973

Fnl setning u pings a ipjol)aflugumferllarstjora I l>joOleikhtisinu I g:Ermorgun .

l>JODVILJINN -

StDA 3

RACAL-Thermionic Limited, our new Corporate Member In line with the editorial in this number, future issues of "The Controller" will contain more news about the activities of our Corporation Members, and a start has been made in this edition towards the idea behind this policy: to make "The Controller" a better link between all sections and individuals of our Federation.

Racal-Thermionic Limited joined our ranks as a Corporate Member at our recently held Annual Conference in Iceland. Especially for those members who may not be totally in the picture. a special review spotlighting the work of our new Corporation Member follows below: To Controllers possibly the best known part of the various activities in which Racal-Thermionic is engaged, is the marketing of its communications recorder - ICR. Through extensive market research, with the aid of its design teams and sales force, the firm has established itself as one of the leading British experts in professional magnetic tape recording. The Company reports further rapid expansion, with orders 80 O/o up on the previous year, and over 50 % of the total going to the export markets.

Production has been increased to meet the heavy demands for the International Communications Recorder, and the firm claims that this recorder is the first of its type in the world which successfully handles reeled tripple-play tapes. The demand for this equipment has been worldwide, from France to New Zealand, from Tahiti to Japan and Canada. The ~ecently introduced STORE 4, an instrumentation recorder, has been sold in ever-increasing numbers throughout Europe. Specialist recorders include the Geostore for seismic phenomena, which have produced large orders from Italy, the U. K. and the mining areas of Poland, where its use is assisting in the preservation of life by enabling a more accurate prediction of catastrophes.

The production of manual and computer-controlled HF

solid-state synthesized surveillance receivers covers another field of the firm's operations. The U. K. Ministry of Defence placed a substantial order recently for the Company's latest HF receivers. Apart from this order, orders have been received for this type of equipment from customers in the U.S.A., Holland, Norway, Denmark, Eire, Zambia, the Middle East, Spain and Poland. Customers include the armed services, PTT authorities, common carriers, the merchant navy, and broadcasting authorities around the world.

Other activities of the Racal Group include the supply of Redac software which is capable of effecting substantial economies in the costs of designing and producing backpanels and printed circuit boards. Forming part of a computer-aided design facility, the Racal Company's software allows the design engineer to exploit the power of a computer and so removes much of the tedium and drudgery from circuit design. Working in close conjunction with an IBM/360 system and its design aids software, two of Digital Equipment Corporation's PDP-15/35 computers are joined with their peripheral graphic hardware and with the REDAC software programs to form a powerful design tool. This combination reduc~s design costs on PCB lay-out, slashes PCB development time-tables and cuts backplane design costs in engineering and in manufacture.

The philosophy behind the REDAC software programmes is to allow the design engineer to exploit the power of a computer most effectively by using it in an interactive role.

Design changes initiated by the engineer are quickly evaluated by the computer to achieve an optimal design. The software also enables the computer to display the design on a graphics screen as it progresses as well as providing an output to produce artwork of the board lay-out and tapes for the numerically-controlled drilling machinery.

The Case for Professional Status for the Air Traffic Controller Much has already been said about this subject, but much more will have to be said before IFATCA will achieve its most important goa!: true professional standing for all Air Traffic Controllers, wherever they may be throughout the world. It is a subject constantly in the minds of the Officers of IFATCA, and. although in some instances professional status has become a reality, in most other places it is still a long way from being realised.

One of our Board-members, or rather, former Boardmembers, because it is still difficult to visualise "Tommy" Thomas, the retired 1st Vice-President, as an ex-member of the Board, has sent in a contribution entitled "AIR TRAFFIC CONTROL - A NEW PROFESSION", which, although not new and in fact written quite some time ago, nevertheless typifies the situation, and Mr. Thomas' contribution, therefore. follows below.

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Air Traffic Control - A New Profession Recognition as a profession is not a recognition easily gained. ·N·o·r shoul~ it b~, ~ecause of the status, standing, respons1b1llty and mtegnty implicit in such recognition. Few will disagree, that even when judged by the highest standards, air traffic control is worthy of professional status.

Such a claim is not enough, by itself. to warrant automatic professional status. A case for recognition as a profession must be based upon a more substantial foundation.

A. M. Saunders and P. A. Wilson (1) suggest that althou_gh there is no clear and distinct line separating 'profe_ss'.ons' and 'vocations', it is possible to recognise that w1thm accepted professions there exist certain characteristics which can be used as a 'yardstick'. These characteristics are: -

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A part of the busy Racal-Thermionic production l i ne showing final assembly of the company's new comm un icati ons recorder orders for the system for use in airports and ATC centres around the world are already on the books.

1. Possession of a technique enabling them to provide a specialised service to the community.

2. Development of ;;i sense of responsibility for the technique, a sense of responsibility which is reflected in a concern for the competence and integrity of all the practitioners. This responsibility is often discharged through the third characteristic.

3. Form associations within which certain standards of performance are determined, and tests of c ompetence imposed.

It cannot be denied that air traffic control , both in the international and national spheres, meets the first two requirements and is making good progress in respect of the third. The international ATC body - International Federation of Air Traffic Controllers' Associations - and its member associations, enjoy ever increasing status in the aviation world , and their advice is sought regarding the standards of ATC performance. Such advice is g iven on ly after a search ing and painstaking appraisal of all the issues involved, as the responsibility for the preservation, development and appl ication of ATC te chniques is not a responsibility to be undertaken lightly.

Saunders and W ilson (2) go on to say that in addition

ICR. Export

to recognising these characteristics, it is also a practical proposition to divide professio ns into five categories: 1. Where service is vital - the medical group comprising medicine, d entistry, pharmacy, nursing, m idw ifery and veterinary surgeon.

2. Where service is fiduciary - barristers, so li citors, patent agents.

3. Services which are related to public safety - ship's masters and mine managers.

4. Services provided by the State - Adm i nistrative Civi l Servants.

5. Services provided by Arch itects.

Air Traffi c Co ntrol must certain ly provide a service having a close relationship to public safety. In fact it would be no exaggeration to say that of all the people on the ground supporting the people in the air, the Air T raffic Cont ro ller has the most direct responsibility for the safety of those who fly.

1. A. M . Saunders and P. A. Wi lson Press Oxford, 2nd Ed ition 1964.

2. A. M. Saunders and P.A. W i lson Press Oxford , 2nd Ed ition 1964.

" The Profession s", Clarendon " The Professions" , Clarendon

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The next Generation of Automated ATC Systems e, 1. Summary Air Traffic Control Systems currently being implemented or planned for the near future are described and some of their relevant problems are discussed. The objectives of ATC are reexamined and the current and foreseeable state of technology reviewed to establish how radar, airborne n~­ vigational aids, air ground data links, satellite communication and digital computers could be employed with maximum advantage in the next generation of automated ATC systems. The functions of the digital computer are extended to control data acquisition from appropriate sensors, the control of communications between centres, between aircraft and centres and to process and correlate data from various sources so that the progress of aircraft can be monitored to ensure that they conform to their flight plan throughout all phases of their flight from taxi to park.

With the possibility of establishing the exact position of all aircraft and from a knowledge of their planned intentions, the computer can be used to calculate clearances and enable Controllers to offer greater choice of flight paths to pilots.

2. Present Generation Systems Aircraft flying in controlled airspace must conform to rules designed to achieve safe, orderly and expeditious flow of air traffic. The rules define separation standards which must be mai11tained between aircraft flying in the same airspace in terms of height in thousands of feet, lateral separation in miles and longitudinal separation in terms of time. These rules are applied by Air Traffic Control Officers who have various aids to enable them to monitor the position and height of all aircraft flying in the airspace under their control. In general, controlled aircraft fly along fixed airways or tracks over oceans. Oceanic tracks are not rigidly fixed but vary from day to day depending on meteorological and traffic conditions. Airways are defined by beacons, and pilots can map progress along airways by detecting signals from the beacons when they fly over or near them, or when they are flying a radial from or to a beacon.

When aircraft are flying outside of radar cover, Controllers build up a mental picture of the position and relative position of all aircraft in the controlled airspace from a knowledge of the planned intention of the aircraft and by receiving from pilots' reports of position and height when they fly over beacons or designated Reporting Points.

This mental picture is derived from information on flight progress strips. In some cases, a strip is generated for each aircraft for each Reporting Point over which the aircraft flies. These strips are then grouped in time order for each Reporting Point. â&#x20AC;˘ David L, Stoddart, who represented our Corporate Member Ferranti Limited at IFATCA '73 at Reykjavik, works in Ferranti's Digital Systems Division, and wrote this paper for the MICROWAVE '73 Conference at Brighton, England, which was held during the third week of June, 1973. Although primarily intended for Engineers not having detailed knowledge of Air Traffic Control, the paper should appeal to those readers of "The Controller" who - although not practising Controllers themselves - are involved or interested in the future development of our profession.

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oavid L. s1oddart*

When aicraft are flying within radar cover, the Controllers are provided with a visual presentation on their radar displays of all aircraft in radar cover. Under these circumstances it is permissable to relax to some extent the separation between aircraft. This is particularly valuable in Terminal Control Areas {TMA) to resolve conflicts between inbound and outbound aircraft and to monitor aircraft climbing and descending through flight levels occupied by other aircraft.

Secondary Surveillance Radar {SSR) provides the Controller with the ability positively to identify an aircraft on his radar display and to obtain data on the aircraft's height.

This increasing use of SSR is changing the emphasis of control from procedural to radar control.

In most modern Air Traffic Control Centres, where radar control is employed, Controllers are provided with bright tube displays enabling them to work in reasonably high ambient light conditions. The displays show unprocessed raw primary radar echoes with data derived from SSR displayed as symbols superimposed on the primary radar echoes, and alpha-riumeric characters written close to the symbols and usually joined to them by leader lines. The characters define the SSR identity codes and the aircrafts flight levels. If each aircraft can be allocated a unique SSR identity code, the aircraft's identity or flight number can replace the SSA identity code. The symbol shape usually signifies whether the aircraft is flying inside or outside selected height bands, is squawking identity, or is transmitting an emergency code.

When radars are remote from the control centre radar data has in the past been transmitted to the centre over wide band links. These can be expensive and the bandwidth must be very wide to accommodate short pulse primary radars and SSR. To overcome these problems radar data is extracted at the radar head and only target data transmitted tor the Control Centre via narrow band telephone lines. Raw data is then no longer available at the Centre and targets are represented on displays as synthetic symbols with associated characters.

If Centres are employing digital computers to perform radar data processing and flight data processing, it is likely that a CRT tabular display would be used to present to the Controller flight plan data such as Estimated Time of Arrivals (ETA's) at reporting points, departure and destination airports, route, cleared flight level, climbing and descending indicators etc.

The Controller is equipped with an input device such as a keyboard, or touch wire display to communicate with the system computers, for example to input amended flight plan data, or to select data to be displayed on his radar or tabular displays.

In a radar control environment, SSA is the major source of data with primary radar being employed to detect those targets not yet equipped with SSR transponders and as a backup for SSA, but SSR has a number of well known deficiencies. The resolution is not as good as primary radar, the beam width must be sufficiently wide to receive at least three replies on the same interrogation mode, and usually interleaved triple interrogation modes are employed. In range, the possibility of code corruption or "garbling" is

high if targets on the same bearing are separated by a slant range of less than two miles, even if the decoding equipment can detect interleaved pulse trains. Transponders will reply to any interrogation from any number of sources, this gives rise to unsynchronised replies, or "fruit". The transponder also takes time to recover after transmitting, it is therefore possible for the transponder to become saturated by over interrogation by a number of different radar stations. Another disadvantage is that ghost replies can be received from own interrogation as a result of signal reflections from buildings near the radar aerial.

The main disadvantage of primary radar is that it is susceptible to ground and meteorological clutter and it may provide only target plan positional information.

Digital computers have so far been employed in automated A TC systems mainly to process radar data, to process flight plan data, and to correlate radar and flight plan data with the object of providing the Controllers with more information which is easily accessible and interpretable to help him perform his job. Unfortunately, unless great care is taken, the Controller can be saturated with information or he is required labourously to manipulate input devices to obtain the required information.

3. Possibilities offered bY Technology It would, perhaps, be presumptuous for a Systems Engineer to predict how ATC will develop over the next one or two decades, but because ATC is highly dependent on technology it is reasonable to postulate how ATC could develop from an examination of current developments in technology, and by considering how to apply these developments to A TC. The basic requirements for ATC are that the current position, level and planned intention of all aircraft in the controlled area must be known. The planned intention of aircraft about to enter the area must also be known and clearances and reclearances calculated whenever necessary. The pilot must be reliably provided with clearances, control instructions and advisory data, and the ATC system must confirm that control instructions are obeyed. If these are not obeyed the Controller must be alerted and potential conflicts detected and resolved.

3.1 Radars Radar has played an important role in ATC and will undoubtedly continue to do so for some time to come. Current developments in the UK and America are attempting to overcome some of the disadvantages of SSA and to extend its capability. Transponder saturation can be avoided if instead of interrogating all aircraft within the radar beam, aircraft only respond when interrogated with a unique interrogation code. This is known as selective addressing and this method of operation is time shared with general surveillance to detect aircraft not already in the system. Acomputer controlled phased array aerial beam can be used to interrogate aircraft in range order to avoid overlapping replies and variable data rates can be used to provide higher accuracies at critical stages in their flight for example. approaches using parallel runways.

In an ATC system aircraft tracks are built up in a computer track file by noting the position of aircraft derived from a series of interrogations. Due to various system errors track smoothing must be employed to establish a computer track, thus if an aircraft turns slowly the tracking computer may be unable to detect the manoeuvre for se-

veral interrogations. This time lag can be reduced and the computer tracking program simplified if an aircraft's rate of change of heading and height are transmitted to the ground and used by the tracking computer.

3.2 Ground-Air-Ground Data Links The selective addressing feature of secondary radar effectively extends the capability of SSA and enables the system to be used as a ground/air/ground data link. The potential of data links is considerable, particularly if transmission can be extended to aircraft outside radar cover.

For this reason data links are being developed which operate on long range communication channels and considerable thought is being given to establish optimum frequencies and modulation methods.

Data to be transmitted from the aircraft include identity, height, position if known, rate of change of heading and height, speed, route, etc. As well as data required for ATC purposes, other data could be transmitted for airline operational purposes.

Data to be transmitted from the ground include control instructions which could be displayed to the pilot or fed directly into the aircraft's flight control computer, thus reducing voice communication channel useage and providing more positive control. Other information could be advisory data received and stored in the aircraft's computeâ&#x20AC;˘ to be accessed by the pilot when required.

3.3 Satellites If ground-air-ground data links are to play a dominant role in future ATC, the disadvantages of line of sight communications path from ground based stations must be overcome. The obvious way to improve cover and to provide service to oceanic traffic is to use geostationary satellites to relay messages. This is expensive and the satellite system should, therefore, be fully utilised to provide a comprehensive service, and this has been the subject of a number of studies, notably in the USA. It is desirable that the satellite system should be used for both communication and surveillance. Such a system, if it is to be effectively used, must accept :md relay messages at a high data rate.

It is estimated that by 1995 over 50 OOO aircraft requiring service may be airborne over the US at the same time so the use of data rates much higher than have been previously available is being considered. Other features being studied are transmission frequencies and modulation techniques. Factors governing the choice of frequency are the reliability of communication under adverse conditions, such as sun spot activity, and the geometry and siting of aircraft aerials.

When two or more satellites are receiving signals from a given aircraft at the same time it is possible to establish the position of the aircraft. A number of ranging methods have been proposed, most rely on accurate measurement of transmission times between aircraft and satellites. One method obtains the distance between the aircraft and three satellites and another uses two satellites, but this requires the height of the aircraft to be known to complete the calculations. Tc obviate the necessity to have a highly accurate and stable clock in the aircraft and the requirement to synchronise the airborne and ground clocks. two way ranging has been proposed. This requires the ground station to transmit a signal to an aircraft via one or two satellites within range. This signal. together with other airborne data including altitude. is transmitted back to the 37

ground station from the aircraft via both satellites. The position of the aircraft can then be obtained by measuring the time difference between signals received from the two satellites.

3.4 Navigational Aids Within the next decade, the accuracy and coverage of navigational aids are likely to improve and a large proportion of IFR traffic will know accurately their positions by reference to either ground based navigational aids, such as VOR/DME, or airborne Inertial Navigation Systems (INS).

The Aircraft derived position could be transmitted to ground stations via data links.

With the greater navigational accuracy provided by improved VOR/DME and INS, it will be possible to give greater freedom to pilots to choose their own flight paths. This is more likely to be the case in perhaps the USA, but in Europe although technically area navigation will be possible, in practice aircraft are likely to be restricted in their choice of routes because of airspace reserved over the various European countries for military flying. Due to the possibility of area navigation in the USA, and the mixture of IFR and VFR traffic, considerable attention is being paid to the provision of collision avoidance information. This requires positive collision avoidance instructions to be transmitted via data link to nominally uncontrolled aircraft when necessary, and is termed Intermittent Positive Control {IPC). Instruments inform the pilot of the evasion to be taken and of activity that should not be taken under certain potentially dangerous conditions.

3.5 Requirements for TMA Control The expected increase in air traffic in the next two decades will increase the difficulties already being experienced in high density Terminal Areas. It will therefore be essential to utilise runways to maximum capacity and consideration is being given to closely spaced parallel runways, and in extreme cases dual lane runways, with one lane for arrivals and the other for departures. These requirements inevitably mean that the current separation standards in the Terminal Area, and during approach, must be reduced. Aircraft will be forced to use curved path approaches under computer control which requires that aircraft position must be accurately known and surveillance rates increased. Studies in the USA (Findley-D.E.-AGARDCPP-105-paper 30) have indicated that a positional accuracy of 300 feet and an update rate of at least once per second are required to achieve the necessary flow rates.

3.6 Microwave ILS To enable pilots to follow curved approach paths a new Instrument Landing System will be required. Microwave ILS is one system proposed to fulfil this function. It has a ± 60° arrival coverage, ± 40° departure coverage and 1 to 20° glide slope angle, providing the capability of accomodating V/STOL as well as conventional aircraft. Another advantage is that it can be sited at locations which cannot accommodate present ILS because of terrain and beam distortions.

This factor, and the ability to fly precise paths will enable all weather landings to be performed with greater safety.

Computer control will be required not only to sequence arriving traffic but also departing traffic. It will also be necessary to have positive control of ground movement and to guide traffic to and from runways in poor visibility.

This particular problem is being studied in the UK by the 38

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Blind Landing Experimental Unit as a natural extension of blind landing.

4. The Use of Digital Computers in ATC It is estimated that by 1980 I FR traffic over the USA will be three times the 1970 traffic, increasing to over 20 million flights annually. In the same period Western European IFR traffic is likely to increase to approximately 5 million flights annually, with a daily peak of 20,000 operations. To ac:comodate the traffic it is likely that digital computers will be required to perform a dominant role in ATC instead of, as in present system, simply processing information and displaying it to the Controller to help him control traffic. The Controller must always be the most important element in any future ATC system, but he should be required only to perform those functions best suited to his talents, namely to use his ingenuity to solve those exceptional unforeseen problems that the computer cannot solve because it has not been programmed to solve them.

The Controller would then be controlling by exception, leaving the majority of the work to the computer, with the computer offering clearances to the Controller who would either accept or reject them. Before this is possible, the computer must have reliable knowledge of the position, height and planned intention of every aircraft in the controlled airspace. The system computers could select the most appropriate sensors, depending on the position of aircraft and control the data rate appropriate for the phase of flight and relative spacing of aircraft. If data was available from several sources, it would be correlated to form a single track file and checks performed to ensure that aircraft were flying planned routes in accordance with control instructions. If aircraft deviate from their plan the computer would automatically search for potential conflicts with other aircraft in the vicinity, warn the Controller and offer reclearance to resolve the conflicts.

Control instructions and advisory data could be transmitted to the aircraft via the ground-air-ground data link under the control of the ATC computers. Data received from the aircraft could be processed and routed to the ATC systems or airline operations computers as appropriate. The ATC System computers could therefore form part of a computer controlled communications network where messages could be transferred automatically between adjacent centres as aircraft fly from one Flight Information Region (FIR) to the next. ATC Computers could also be warned by the airline computers of departure delays, aircraft weight and other factors required by the future ATC system. In return the airline computers could be invoiced for charges incurred for ATC services.

To perform these important roles, computer systems must be designed to fail safe so that catastrophic failures cannot occur. Component failures are inevitable, therefore the systems must be designed so that these failures do not affect the integrity of stored data and only reduce the operational capability and capacity of the system at worst.

Preferably the system should be "self healing", that is reconfigure to minimise the effect of the failure. Data must be protected and important data duplicated to allow the system to recover in the event of failure.

ATC is never static, ATC systems must be designed to accommodate changes and to allow for continual software development. The system design should therefore be modular in concept, both in hardware and software, and

stores shou ld be provided with means for protecting data and softwar.e to ensure that software under development does not corrupt operational data and software.

These problems of integrity and reliability are well known and considerable activity is taking place at this time to solve the problems economically to provide the hardware and software for the next generation of automated ATC systems.

5. Conclusion Jn the past ATC has evolved slowly, but in the future it is likely that it will be necessary to take a fresh look at ATC in order to be able to take full advantage of the developments in technology to provide the se rvice demanded by the ever growing volume of air traffic. This is a challenge which industry must be ready to accept to provide the ATC profession w ith the facilities to enable them to meet the challenge of the future.

IFATCA' 75 MELBOURNE

6. Acknowledgements The author is indebted to his colleagues in the Digital Systems Division of Ferra nti Limited for discussing this paper with him and for their helpful suggestions.

A Special Message from the President of IFATCA We have heard, through the years, occasional comments from members who feel that there is a vacuum between Annual Conferences, with insufficient activity in between, and that most of IFA.TCA's work is confined to the Annual Meetings.

This supposed vac uum, however, if it exists, is mainly of our own making. Are we. members of IFATCA, discharging our respo nsibilities to the Fede ration in a satisfactory manner?

Our President, Mr. J. D. Monin , deals with this matter i n his own words in the following special message to JFATCA's members, in which he also looks into the future. from Reykjavik (1973) to T el Aviv (1974). and beyond. It is sincerely hoped that all those who read Mr. Monin's words, wi ll sit back and reflec t how best they can help th eir own elected Officers to carry out their tasks. Because your help is needed. Only you can give it to them.

The Reykjavik Conference has n ow entered the hi story of JFATCA. One needs some tim e to consider carefully the decisions taken, and where necessary to implement the new policy. I do not intend to comment here on the work achieved nor on th e decisions taken . However, based upon one year's experience at the head of the Federation, J should like to outline some considerations that have occurred to me.

It is obvious that Air Traffic Control is an international activity faced with growing prob lems, and that international sol utions must be so ught. It has been shown recently that when a co untry is n o longer able to comply with existin g internation al agreements, the ATC system fails and safety in the air is jeopardised. Further, experience shows that in

Civil Air Operations Officers' Associ ation of Australia P. 0. Box 789F, MELBOURNE, 3001 PHONE : 67 5661 39

areas of dense traffic flow if there is no agreement on the systems of regulation, the efficiency and the regularity in Air Navigation no longer exist. Lastly, it is well known that industrial disputes between the air traffic controllers and their national authorities are leading to the same end, namely lack of efficiency and sometimes lack of safety.

In the present day ATC system, technical and human factors are closely inter-related. It is also obvious that more and more automated systems will be designed and implemented. The position of the controller in such sophisticated systems will have to be clearly and carefully defined.

The basic question here seems to be that of responsibility and I believe that for a long time ahead, the safety and the reliability of the system will continue to depend upon the controller. By relieving him of a number of auxiliary duties, the modern systems will allow the controller more time to concentrate on his essential task which is the control of air traffic, and the controller will be able to handle an increased number of aircraft. This means an increase in responsibility and also that the psychological strain on the controller will increase as well. Looking further at the continuous developments in air navigation, we foresee that the duties of the controllers in the future will be to a certain extent different from those of the controllers who operate at present. It is, therefore, our duty, controllers of today, to prepare the way for the controllers of tomorrow, hence, to strive for an increased participation of the controller in all development stages of the design of any new ATC system right from the very beginning.

I have already mentioned at IFATCA '72 in Dublin the fact that human factors would require an ever increasing consideration. Again in Reykjavik I have stressed the necessity for the controller to remain closely involved in the supervision of the traffic flow and its expedition, regardless of the complexity of the man/machine or, better said, of the man/system relationship. After Reykjavik, I have been told that dealing too much with human factors, IFATCA has made a turn towards unionism. I do not share such an opinion. On the other hand, however, I firmly believe that as a purely professional body, we just cannot avoid the human aspects of the profession. It is further worthwhile to note that conflicts between controllers and their Authorities are not always concerned with reduced hours or salary claims. Quite often there are complaints concerning a lack of planning, insufficii;,nt staff or lack of adequate equipment for ATC units. As I already mentioned above, it must also be kept in mind that the decision factor hence the responsibility in today's ATC system, rests solely on the controller, thus his physical and psychological health remains a basic element for the good functioning of the whole system. In order to prevent a complete failure, it is our duty to seek for adequate working conditions for the controller. Lastly, when in spite of all our efforts the situation in any country so deteriorates that it becomes obvious that safety no longer exists, it is also our duty to inform all parties involved and to help whenever possible to restore a sound situation as soon as possible.

During twelve years, IFATCA has already achieved a lot for the recognition of the Air Traffic Control profession. The relations established with ICAO, ILO, and a number of other international organisations. give raise to good future prospects and we can assert that the Federation is on the right path. However, how can the Federation continue to grow and to perform its duties? First of all we must continue to strive for a world-wide IFATCA-Organisation, and

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I think that not only the Regional Councillors but also each Member Association and each individual member should endeavour to disseminate the ideal of IFATCA through potential Member Associations. Further, the participation of the Member Associations and the individual members in the Federation's work must be enlarged. I think particularly of the participation of the Member Associations in the work of the Standing Committees. The SCs can only perform their duties properly when Member Associations supply the basic material to them. Too often we hear that due to a lack of response or late answers, the SCs have not been able to finalise their reports on specific topics. Further, the work performed by the Federation, such as Minutes of Meetings, SC Reports, Conference Reports, etc. in many instances can be much better distributed among the individual membership. This of course is a duty resting on each Member Association. If I mention here these aspects of communication and participation, it is because they can be immediately realised, for they rely only on voluntary efforts, in contrast to other projects such as the setting up of a full time secretariat staffed with paid personnel which require an increase in the finance available.

My hope is that each individual member is aware of his obligation to IFATCA, and before asking "What is IFATCA doing for me", will answer what I think should be his first thought: "What can I do for IFATCA?" We shall then be able, all of us, to improve our output for a better IFATCA, for the furtherance of the ATC profession and last but not least, for the be11efit of the world-wide A TC system.

Geneva. July 1973.

J-D. Monin, President

Correspondence received by the Editor As mentioned in the Editorial, in future, whenever it is considered that publication will benefit or interest our members, details of such correspondence will be given in our Journal, unless, of course, the writer requests to remain anonymous but publication may give away his identity, or if it is obvious that publication would not be in the interest of the writer or the Federation or Air Traffic Control in general.

Among correspondence received after returning home from IFATCA '73 via Eurocontrol Maastricht, where Walter Endlich kindly showed me around, and Frankfurt, where Horst Guddat introduced me to Dr. Waldemar Kramer, the Managing Director of our Publishing House, and - after discussions with Dr. Kramer had been completed - a tour of A.T.C. facilities at Frankfurt Airport completed a busy day, was a letter from the Canadian Association. Mr. G. J. Williams, Managing Director of the Canadian Air Traffic Control Association, Inc., on behalf of CATCA, wrote to congratulate the new Editor on his appointment to take over the official organ of the Federation and went on to assure him of any support that is within CATCA's abi!ity, and concluded by wishing him every success in the demanding job he had taken on for the benefit of his fellow controllers.

Thank you, Mr. Williams. It was a pleasure meeting, and talking shop on a number of occasions, with the Leader of

your Delegation to !FATCA '73 at Reykjavik, Mr. Graydon W. Marcellus. We had some interesting discussions on the future of "The Controller", which, I feel, certainly were of benefit to me. We did not always see eye to eye, as the voting following the debate on "The Controller" clearly demonstrated, but that did not stop us from reaching mutual understanding. Your Association plays a key role in furthering the aims of our profession, not only in Canada, but also outside your country. I wonder if you know how highly CATCA's Journal, a really first-class publication, is appreciated by members of the Federation all over the world.

Your Association's generous gesture in mailing copies of this journal to all Member Associations, is most certainly very welcome. I am sure that most Associations envy you in having the CATCA Journal.

As to CATCA's standing within IFATCA, you only have to read the June 1973 issue of the IFATCA Circular, edited by my colleague Mr. T. H. Harrison, the Executive Secretary, to realise the great regard we generally have for the efficiency and consistently high standard displayed by your Organisation. The Conference Report in this issue of "The Controller", highlighting CATCA's work in Standing Committee VI, is anottier example of this.

The Executive Secretary has already published the results of your recent elections to the National Executive of your Association in the June Circular, but I am happy to oblige by including them again in the form of the original press release in this edition of "The Controller", as requested by you. Our Journal has a large readership outside the immediate IFATCA circle, and many of our readers do not normally get the Circular.

There is one way in which you - and all other members of the Federation - can help to bring about a better and more interesting publication. May I go back to the Editorial in this number and refer to my request for worthwhile contributions to be sent to me, whether these have appeared in magazines, the press, or in the form of speeches at symposiums, etc?

CATCA's Press Release of June 7 1973 follows below:

Press Release CATCA Announces New National Executive OTTAWA - The Canadian Air Traffic Control Association (CATCA), certified Bargaining Agent for Air Traffic Controllers employed by the Federal Ministry of Transport, at their Bienn!al National Convention in May, elected their new National Executive for the next two years.

J. M. (Jim) Livingston of Halifax, a former Vice-President on the 1969-71 executive, assumed his new duties as National President on June 4. He will serve full time, on leave from the Ministry, at the National Office, Suite 1216, 1 Nicholas Street, Ottawa.

Vice-President D. J. (Don) Redden of Toronto moves up from the position or Toronto Regional Councillor where he was serving his second consecutive term.

Vice-President H. H. (Harri) Henschler of Edmonton was also elected from the ranks of the National Council having been Edmonton Regional Councillor following a term as Chairman of the Edmonton Branch.

Elections will be held in the near future to replace the new Vice-Presidents on the governing body of the Association.

Source: G. J. Williams, Managing Director, GATCA

Improving the Air Traffic Control System are we running out of time?

Remarks of Stuart G. Tipton, President, Air Transport Association of America-. who addresed ATCA's 17th Annual Awards Dinner at the Hotel Ambassador, Chicago, Illinois, October 1972.

Joining in the Annual Meeting of the Air Traffic Control Association brings many of us in the airline industry back to familiar ground.

You are a professional group. You bring together not only air traffic controllers and their supervisors, but many people from other disciplines with an interest in furthering the science of air traffic control. And you have been a succesful focal point for the generation of improvements all across the board in raising the stature and professionalism of air traffic control.

ATA has, of course, joined you in this effort. As most of you know, we have been a Corporate Member of the Air Traffic Control Association since its founding some 16 years ago. But much more important, we have been one of your most consistent partners in advocacy.

Some of the battles along the way, in years of testimony before countless sessions of Congressional Committees and elsewhere, will be remembered by many of us for a long time. We should also pause occasionally to note some of the victories: - The controller work force has been increased significantly. Remember that as recently as 1968 this work force included some 13,600. Now it numbers more than 19,600 an increase of more than 44 percent.

- Recruiting of new controllers is now more effective.

The training facility at Oklahoma City was reopened a few years ago after much urging by many of us. And other steps have been taken to ensure that the pipeline of new controllers in training will never again be permitted to run dry.

- Controller jobs have been pushed to higher levels and salary levels improved.

- Better practices and procedures have been introduced succesfully into the airways system, often as a direct result of the influence of your Association's Journal of Air Traffic Control and the writing of some of our airline folk in its pages.

- Communications and equipment reliability have been improved.

- Early retirement for controllers, without loss of annuity, has at last become a reality.

Beyond the accomplishment of some of these specialized objectives, there is a product of our joint advocacy that has had a profound impact on air traffic control and will continue to have. I refer to passage of the Airports/Airways Development Act, an objective finally accomplished in 1970.

The Act, through its trust fund financed by users of airports and airways, offers tremendous potential for improving our national system of airports and for upgrading the airw.ays system for safe and efficient air traffic control.

The Federal Aviation Administration has worked hard on the job of upgrading facilities and equipment of the air traffic control system. The increased tempo of FAA's effort has been particularly evident in the past 18 months. * The Air Transport Association of America is a Corporate Member of IFATCA.

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A massive catch-up effort is needed and needed now to improve the efficiency and capacity of the air traffic control system and, at the same time, improve the system's level of safety. The latter has been good. But we must always strive to make it better.

Air traffic has returned to a period of substantial growth Traffic levels that produced the congestion crisis of 1968 to 1969 are likely to be reached again much sooner than some thought possible a year or so ago.

Now the resources are available for rapid and substantial improvement of both airports and airways. They are being provided in the mai:i by user charges paid by airlines and their customers. And we urge that they be used as fully and efficiently as possible.

There is a real danger that rosy reports about recent reductions in air traffic delays may blur the need for catchup improvement in the airways system. For example, the FAA reported recently that aircraft delays of more than 30 minutes reached a new low in August, averaging only 38 a day for the nation. FAA hailed this as a 20-fold improvement over the 766 average daily delays in July 1968, when the congestion crisis was at its peak.

This is good news. But does it mean our congestion problems are behind us? No. In the words of the old song, "It ain't necessarily so." Let's analyze some very unusual factors influencing 3ir traffic levels during the past four years.

First, back in 1969, there were the hourly operating quotas imposed by FAA at major airports serving New York, Washington and Chicago. The airlines accepted these quotas as a temporary emergency measure. We are living with them still. But we said when they were first imposed and we continue to say now that quotas are an inherently wrong approach.

Then there was the recession of 1960-71, when service was cut back by some 700 flights a day as part of an industrywide economic belt-tightening.

At about the same time, airlines began accepting delivery of wide-body jets, which often enabled one flight to be substituted for two. The airlines have now taken delivery of some 180 of these larger aircraft - the 747, the DC-10, and the L-1011.

And finally there were the agreements among airlines, with the approval of the CAB. to cut out excess capacity on some transcontinental flights and between New York and San Juan, Puerto Rico.

It would be folly to assume that the climate of reduced airline operations will continue. All available evidence indicates otherwise. The average number of daily flights are now about five percent above the peak cutback period of 1971.

The airlines are now reporting some very healthy traffic increases. These are reflected in the rate of growth of revenue passenger miles.

During the great traffic growth years of the mid 1960's revenue passenger miles registered annual growth rates of 15 percent or better. These fell sharply to five percent and three percent in the recession years of 1970 and 1971. For the first seven months of 1972 revenue passenger miles were up 12.1 percent. If this holds, it will be the best increase in four years. This should be a signeven in an era when wide-body jets carry more people and account for more passenger miles per plane - that airline aircraft operations will be increasing.

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FAA's own projections on instrument operations at airports with FAA Air Traffic Control Service call for a 68 percent increase over the next ten years. We should regard these projections as a stern warning of the magnitude of new capacity the .airways system needs.

To expand the catch-up effort to increase the capacity of the airways system, the airlines have proposed that in this current fiscal year the amount FAA asked to be taken from the trust fund for airways improvement be increased by more than $ 152 million.

This is a lot of money, a hefty increase. We ask it not only because of the need to catch up with airways requirements, but because of the availability of resources paid into the trust fund by the oeople who will benefit most from the catch-up effort. For example, there is now some $ 450 million in the trust fund unearmarked for any purpose whatsoever. This should be used for More airport surveillance radars.

More air traffic control towers.

More approach light systems.

More instrument landing systems.

More runway-end identifier light systems.

More visual approach slope indicators.

More en-route navigational aids.

More runway visual range systems.

And older air traffic control facilities at major airports should be upgraded more rapidly.

All this new and improved hardware isn't all we need, though. We need a constantly vigilant attitude to make sure we are operating under those regulations which will increase both the safety and capacity of the airways.

We should all be a little disturbed, then, at a Notice of Proposed Rule Making a few months back on transponder requirements which seems to be a step backwards. I would like to talk with you about it.

Back in 1969, the FAA issued a Notice of Proposed Rule Making, No. 69-9. which would have required that all aircraft operating in certain designated controlled airspace be equipped with an improved radar beacon transponder which would automatically display on the controller's scope the aircraft's position, identity and altitude.

The airlines pressed for adoption of this rule, counting on achieving the safety benefits from broad transponder implementation. We have expended large sums of money in equipping our aircraft in anticipation of the Government's requiring improved transponders.

Now, more than three years later, the FAA has proposed modifications which greatly reduce the scope and effectiveness of the rule originally proposed. They would now push the date of implementation back from January 1. 1973, to dates ranging from a year to 18 months later. Some aircraft, particularly general aviation aircraft, would be exempted from transponder and reporting requirements, imposing on controllers the increased workload the program was originally designed to correct.

I have cited this incident and I have given you some concept of what airlines think should be our effort in hardware to back up a plea to you.

Let's never abandon the partnership in advocacy between airlines and all others interested in upgrading air traffic control to greater capacity.

Too much remains to be done, and we must get on with the doing of it.

We ARE running out of time.

Reprinted with the perwission of the Air Traffic Control Association

(Cossor CSD 2000 series synthetic radar display)

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Cossor systems provide the finest possible presentation of alpha-numeric and radar data. System improvements in development in Cossor in clude a SSR reflection suppression transmitter, Cossor Precisi on Secon dary Radar (CPSR) and the Selectively Addressable SSR system (ADSEL).

Cossor

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For further informati o n contact :-

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Telephone Harlow 26862. Telex 81228.'Cables: Cosso 1 Hai low

Corporation Members of the International Federation of Air Traffic Controllers' Associations AEG-Telefunken, Ulm/Donau, Germany Air Vision Industries, Inc., Montreal, Canada The Air Transport Association, Washington D. C., U.S.A. Wolfgang Assmann GmbH., Bad Homburg v. d. H., Germany Cossor Radar and Electronics Limited, Harlow, England Dansk lmpulsfysik A. S., Holte, Denmark The Decca Navigator Company Limited, London, England Elliot Flight Automation Limited, Rochester, Kent, England Ferranti Limited, Bracknell, Berks., England Glen A. Gilbert & Associates, Washington D. C., U.S.A. International Aeradio Limited, Southall, Middlesex, England Jeppesen & Co. GmbH., Frankfurt, Germany The Marconi Radar Systems Limited, Chelmsford, Essex, England N. V. Hollandse Signaalapparaten, Hengelo, Netherlands The Plessey Company Limited, Weybridge, Surrey, England Racal-Thermionic Limited, Southampton, England Selenia - lndustrie Elettroniche Associate S. p. A. Rome, Italy The Solartron Electronic Group Limited, Farnborough, Hants., England Stansaab Elektronik AB, Jarfalla, Sweden Thomson - CSF, Paris, France

The International Federation of Air Traffic Controllers' Associations would like to invite all corporations, organizations, and institutions interested in and concerned with the maintenance and promotion of safety in air traffic to join their organization as Corporation Members.

Corporation Members support the aims of the Federation by supplying the Federation with technical information and by means of an annual subscription. The Federation's international journal "The Controller" is offered as a platform for the discussion of technical and procedural developments in the field of air traffic control.

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selenia air traffic control systems Selenia offers very advanced equipment for Air Traffic Control, including:

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together with wide experience in:

e e e

SYSTEM DESIGN SYSTEM IMPLEMENTATION AND INTEGRATION LOGISTIC SUPPORT.