IFATCA The Controller - December 1978

D 21003 F

JOURNAL OF THE INTERNATIONAL FEDERATION OF Al R TRAFFIC CONTROLLERS ASSOCIATIONS

4/78

In this Issue: Real-Time Simulation In ATC Greater Speed or Greater Range - Conc orde versus B 747 SP 50 Years of Commercial Aviation In Iceland - Flugfelag Islands

FRANKFURT AM

MAIN

4th Q U A R T E R 1 9 7 8

VOLUME 17

D M 4.-

Lockheed.

Hard at work on AirTraffic Control ¡for three nations.

Th e automat io n experts at Lock heed Electro nics matc hed th eir compute r and software t echno logy with A ir Traffic Control requ irements, and automated radar termin al systems w ere th e result. Th ese syst em s are operating at five sites in th e U.S . and Italy.

Th ey also are m eeting t erm inal and area contro l needs for th e nat iona l Sa udi Arabi a A ir Traff ic Contro l I mprovement Program.

Thi s program w ill prov ide th e Kingdo m with

o ne of th e most sophi sticated air traffi c control system s and th e f irst o f its type in th e M iddle East.

Whatever you r ATC automati o n requirements, th e automation experts at Loc kheed Electroni cs bring you down-to-ea rth kn owledge and solutions.

Interest ed? Contact M arc Jartm an at Lockheed Electroni cs, Plainfield, New Jersey 07061 . Or phon e him at (201 ) 757-1600 .

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AIR TRAFFIC CONTROL - an important sector for communications and data systems.

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IFATCA

JOURNAL

OF

AIR

TRAFFIC CONTROL

THE CONTROLLER Volume 17 ·No. 4

Frankfurt am Main, December 1978

Publisher: International Federation of Air Traffic Controllers' Associations, P. 0. B. 196, CH-1215 Geneva 15 Airport, Switzerland.

Officers of IFATCA: H. H. Henschler, President, 0. H. J6nsson, Vice-President (Technical), A. Avgoustis, Vice-President (Professional) and "Interim Editor" , E. Bradshaw, Vice-President (Administration) and Executive Secretary, H. Wenger, Treasurer, J-D. Manin, Past President.

Secretariat: 6 Longlands Park, Ayr KA7 4RJ Ayrshire, Scotland, Un ited Kingdom Tel.: 0292 42114 Managing Editor: Horst Guddat POB 600 209 D-6000 FrankfurVMain·60 Telefon (06 11) 21 08 86 22 Contributing Editor: V. D. Hopkin (Human Factors) Publishing Company, Production, Subscription Service and Advertising Sales Office: Verl ag W. Kramer & Co., Bornheimer Landwehr ST a, 6000 FrankfurVMaln 60, Phone 43 43 25 and 49 21 69, Frankfurter Bank, No. 3-03333-9. Postscheckkonto Frankfurt 1105-601, Rate Card Nr. 6.

Printed by: W. Kramer & Co., Bornheimer Landwehr 57 a, 6000 FrankfurVMain 60 (Federal Republic of Germany).

Keflavi k Tower and Baseops viewed from an arriving DC·8·63 of Lotfleidir. Keflavik now serves as the home base for Flug lei dir's jet fleet. 50 years of Icelandic Ai rl ine business are depicted on page 28 of this i ssue.

Subscription Rate : OM 6.- per annum for members of IFATCA; DM 16,- per annum for non-members (Postage will be charged extra).

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

IFATCA does not assume responsibility for statements made .a?~ opinions expressed, ii does only accept respons 1b11Jty for publishing these contributions.

Contributions are welcome as are comments and critici~m. No payment can be made for manuscripts submitted for publication in "The Controller". The Editor ~serves . the rig.hi to make any editori al changes in . anu~c npts, which he believes will improve the material without altering the intended meaning.

Written permissi on by the Ed"itor ·is necessary for repri nting any part of this Journal.

CONTENTS Real-Time Simulation in A TC

. . . · · · · · · · · ·

First Meeting of the Executive Board In South America Greater Speed or Greater Range -

Concorde versus B 747SP, (Part 2)

Meeting of the Aviation Medical Society, Australia/ New Zealand

o Years of

Photos: L. Allwin, Archive • A · Costa , 0 a t asaab , Fl ugfel ag lsla_n ds, Fl ughafen Frankfurt AG , H. Guddat, Ho llandse S1gnaalapparaten, Jeppesen , Loftleidir, M. w.

Lund, L. Meyer, PANAM, Philips.

Advertisers In this Issue: Datasaab (inside cover), Lockheed Electronics (page 1), AEG-TELEFUNKEN (page 2) VARIG (page_ 3), Thomson-CSF ASTRE (page 4).

Cossor Electronics (page 6), Hollandse Signaalapparaten (page 9), Ferranti Radars (page 11), Aerolin eas Argentinas (page 12). SE L (pages 24/25) , T-VT AIRCAT (page 45), CP-Air (page 47) , Sel enia Radars (inside back cover), Philips ELA (back cover) .

5

Commercial Aviation in Iceland -

News from Member Associations News from corporate Members Technical Panel at IFATCA '78 Universal News INTERCOM -

. · · · · ·

Letter to the Editor

13 16 19

Digital Remotlng for ATC in Terminal Areas

20 23

International Law - Part XVlll .

Cartoons: Helmut Elsner.

8

Flugfelag Islands

28 35 38 41

42 44

IFATCA Membership Card Benefits

48

Publications Review

48

5

An advanced ATC system at a down to earth price Compass 9000 is a new radar display system offering unmatched performance and flexibility together with real cost-effectiveness.

Cossor's established skills in all aspects of radar and microprocessing have gone into Compass 9000's unique distributed processing capabilities.

The result is a high-performance display and processing package comprising totally compatible equipment that can be tailored to individual requirements and readily upgraded and expanded to meet future needs.

Purchased by the British CAA and Ministry of Defence for their demanding air traffic environment, Compass 9000 is the ideal radar display system for small to international airfields.

The system i developed man sfcompletely designed. and is sup'porte~ actured by Cossor installation serv¡ by a world-wide The ec~nom:ce and spares network.

Air Traffic ga atnswer to your on rol problems.

1

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¡ ~~~~~~~~

6

Editorial

Air traffic control is, to a great extent, based on communication co-ordination and co-operation. IFATCA's effectiveness depends, to at least an e~ual extent 0 ~ these principles. ' The :ed~rat_ion is continuously making the greatest possible effort to open and mamtam lme~ ?f communication with outside bodies and organizations.

These ~fforts are limited only by the availability of funds and manpower, and the Executive Board has to decide which meetings, seminars, conferences, and work-shops are the most crucial to the profession and should be attended by IFATCA. It goes without saying that at some of these due to the above listed limitations, IFATCA is not represented. ' However, the Federation has been successful in maintaining a constant interchange and input of ideas with organizations such as ICAO, IFALPA, and the ILO. Co-operation exists mainly on the technical and professional level and has proven beneficial to both sides.

IFATCA has also been successful in establishing communications with various national governments and administrations in may parts of the world. These communications were the result mainly of visits by members of the Executive Board to Member Associations, often in the context of IFATCA Regional Meetings.

It is gratifying to note that in most cases these meetings were of benefit to both the Member Association and the respective authorities. Here, also, technical and professional problems, in the regional and national context, were the main topics.

The Executive Board is convinced that communication is one avenue towards solving problems. Of course, to be successful, both sides must be willing to communicate. Lack of this willingness may be at the root of many of the disruptions and problems we have witnessed in the recent past.

The business of the air traffic controller is aviation safety. Aviation safety, in some areas of the world, is not at the standard where it should be. This state of affairs can be blamed on the lack of recognition of the profession and the lack of willingness on the part of the authorities to hear and understand the messages of concern sent by those responsible for aviation safety, the air traffic controllers.

IFATCA and its Member Associations will continue to communicate to the world the special and unique requirements of the profession, and to offer advice and point out solutions to air traffic control problems.

More and more those in positions of decision making request IFATCA's input and are listening. The question is, will they take advantage of IFATCA's exHHH perience and advice, and act on it?

7

Real-Time Simulation in AirTraffic Control

by V. David Hopkin

Introduction Real-time simulation, in which part of a current or future air traffic control system is replicated, has been in common use for many years as a technique for training, research and evaluation. This paper distills some conclusions from numerous simulation studies, mainly conducted in the United Kingdom but taking account of other European work.

The main emphasis is on simulation facilities when used for evaluation with controllers fulfilling their normal roles, but most of the constraints mentioned apply to training and research also.

Facilities for real-time air traffic control simulation are normally dedicated to that purpose. Suites and operating positions are constructed to simulate those in current or envisaged systems. The physical environment, particularly the lighting, is faithfully represented, and a full array of displays, controls and communication facilities is provided for each operating position.

Input operators, who act as pilots, form a separate part of the simulated system. They respond to controllers' messages and ensure, by entering appropriate data into the system, that each controller's display shows correctly and realistically that his instructions have been implemented. Air to ground, ground to ground, and ground to air communication links are simulated to an extent appropriate for the purpose of the simulation. Traffic samples are constructed to aid the progressive development of skills during familiarisation with the simulated system, or to depict the expected density and distribution of air traffic at a particular time, which may be several years in the future. Sophisticated data recording and analysis techniques are used, so that the performance of the system, and of each controller within it, can be described and assessed in detail.

In the United Kingdom, the participants in air traffic control evaluations normally are experienced controllers in current practice on the sector or area being simulated. They possess a depth of specific knowledge about how traffic is controlled in that region which no-one else has, and which can be invaluable in reducing training time and in ensuring that relatively obscure problems, often peculiar to the region, are not overlooked when changes are proposed.

Simulation and other Techniques

should always precede it and with the real-life verification which should a~ways .follow i.t. As a consequence of neglecting preliminary studies, simulation studies have sometimes been too elaborate and ambitious.

Questions Amenable to Simulation

f~~1 is possible, by compiling examples to indicate the kinds of air ~~n ~ con~rol question Which real-time si..;,ulation studies in the United c~n;i:;; thave a~tem~ted to answer. The most ambitious simulations

t

example wa~ ~~P annmg of. air traffic control for a whole region; an proposed third ~ cdompa~ative evaluation of four possible sites for a 1 years ago Man on on .A: rport when this was being considered a few complex r~mmc!u~~~l~ation.s. concern proposed new aids which have evaluations of radar :rt civil and !11ilitary control; a recent series .of Proposed aids ma b . a a.. processing provide an example of this. of the system bee mt~nded to improve the traffic handling capacity auto alert facility if a eva uated as ~uch: examples are provision of an flight path, or of a sen en route aircraft is straying from its planned final approach with eit~~~n~in~ and spacing aid for aircraft traffic on in use. Real-time simul t' single runway or more than one runway responsibilities and task: •on can be Used to test the allocation of proposed control positlo among controllers and to check whether all divisions of responsibilitns are needed; alternative procedures and employed to establish th/0 ~ay be compared. Simulation may be from a control centre, eithe~ ~mum g.eographical region to be covered sectors, or by comparing th Y looking at relationships with adjacent changes in sector boundaries eTheffec~s on traffic handling of detailed e height levels at which responsibilities should pass from one controll radar coverage, may also be e:x~o ~nether, in relation to factors such as to evolve, refine and test cont mmed by simulation. It may be used of feasibility studies Co ord· r? 1 procedures or methods by a series • · 1nat1on 0 1· · . requirement to interweave er . r •aison may be studied as in the I · oss1ng tratr10 • a ong an airway. Simulation m th through the flow of aircraft the possible applications of e ~ds are also employed to examine trol, or ~ew visual dimensio~~w display technology in air traffic concontrol displays. such as colour coding on air traffic

anl

Real-time simulation belongs to a hierarchy of techniques ranging Practical Limitations of Real-Time Si . from paper and pencil studies to measures ~f the real-time syste~.

Incomplete Systems mulallon Studies using paper and pencil or very simple apparatus permit rigid control over experimental variables. They can show !11~n·s inOne intrinsic limitation Of . herent limitations, and the improvements attainable after tra~~ing and 1 stud·es · th real-time ai t .. is e need for artificial bou r. raffle control simulation practice. They allow thorough exploration of a partic~lar ability, su.ch pos1t1ons has to be introduced to . ndanes. The concept of feed as making the kinds of perceptual judgement require~ for conflict occupying a feed position provide~,r~~~v~nt _this difficulty. A controller detection and resolution. Simple studies show clearly ~h1ch tasks man measured parts of the simulated hstic Inputs and outputs fo th is able to do without difficulty and which he totally fails to do. They I. t" t I . b system but d r e oes not himself have a rea .'~ 1c con ro JO , to the extent tha also define the intermediate tasks where performance depends on 1 a single controller at a f d pos1t1on may represent more tha prevailing conditions and where detailed study is therefore needed, ~~­ pants of .teed positions must gen;ra~lne real-li_fe controller. The . . perhaps by real-time simulation methods. lest they introduce unwanted sources ~f ~~ dehberatel~ underemployed, Dynamic extensions of very simple studies can put a task m its ments. The effects of feed positions f" ro.r or delay into the measu correct context. as part time or whole time for example: and can reveal t th on lnd1ngs red e problem of assassin are r~latively untested an comp I.1ca e which aspects require fuller study. As their complexity mc~eases.' these 9 how far simulation finding~ can be extrapolated to real-life. dynamic studies incorporate more of the features.?! a s1mulat1on •. by providing representative tasks, workspaces, fac1ht1es and ph~s1cal Traffic Samples environments, and by demanding relevant sk~lls and knowledge. Simple studies, preceding simulation, should furnish answ~rs to t~e more Traffic samples which constitute inputs t straigthforward questions, and ident~fy th~ key. quest1~ns which must ties in real-time simulation. Normally the P~e-the system Pose difficulbe answered by simulation. In real-time s1m.ulat10~. s~nct cont~ol. over are carefully constructed and specified, With r~ep~red traffic samples the variables is normally lost because the s1mulat1on is dynamic m so known variations within the samples to Perto e intention of relating t rmance measu far as participants are free to initiate actions as well as respond controller an d of t he sys em. 1n simulation, the relations . res of the to them. the input and the output of the system is measured T hip between The findings from a real-time simulation shoul?. no! be_ treated. as participating in simulations, the flow of traffic ente~ing0 t~ontro11ers definitive, final or necessarily true. They need venf1c~t1on m re~I _life. often seems too smooth, although this strong subjective e SYste.,, 1 They are never completely valid or totally useless, but 1t can be d1ff1cult may be false according to operational analysis methods. Be~Press1on to judge what credence they should be affor~ed .. Simulation ten~s to output from one simulation is not generally used as the input to ~se the be more valid for relative than for absolute findings. In comparisons certain problems associated .with handovers may go unrecognis:ther, between alternative displays, controls or instructions, the sources of unresolved within the simulation method. Th~ controller may ofte and error attributable to the simulation method tend to apply equally to all his simulated task with a traffic sample containing too few nf start the alternatives. Only a small amount of re~l-f if~ dat~ may b~ needed problems which would normally be handed to him; and he may b 0 the to verify such relative findings. However, 1f s1mulat1on studies seek willing in simulation than in real-life to hand over problems et ll'lore absolute measures, of system capacity or mental workload for example, adjacent feed sector knowing that his colleague in the simulated 0 an although most sources of error can be named they cannot usually ~e feed position will not have to resolve them. quantified; the validity of the simulation findings becomes uncertain To demonstrate that the findings from simulation are not an . and more real-life data are needed to verify them or to suggest how of the traffic samples, a common stratagem is to construct a~ifa~t far they can be trusted. Real-time simulation in air traffic control has samples of equivalent difficulty. Experience has shown that raffic not always been sufficiently associated with simpler studies which attempts do not always succed. Even when traffic samples are iden~i~'!:

00

8

Overview

ffigh accmacy, high r~solution, high brightness - daylight- presentation together with excellent radar performance under all-weather conditions, were the design criteria for Signaal's new Airport Surface Detection Equipment (ASDE).

It presents a complete overview of an airfield and its precincts at surface level. Outlines of runways, taxiways, buildings and all stationary objects and surface traffic are clearly shown. The systems

typical detection performance for a 3 sqm target is 10 km under clear weather conditions.

Due to its 18 mm radar even at a 16 mm/ hr rainfall the same target is still detected at 5 km.

A typical value for the resolution of this radar is 7 m by 7 m. Already in operation at Schiphol, Amsterdam's international airport, Signaal's new ASDE represents amajor contribution to airport safety and efficiency.

The ASDE antenna system, atop the control tower, has a very low turning speed (60 r.p.m.) which enhances reliability. The total weight of the antenna system is only 600 kg. Digital scai:i conve1ters (DISCO's), for conve1tmg ~-adar information into TV-type video for bnght display purposes, will each accomodate up to six display consoles.

The displayed picture (luminance 36cd/m2) is viewed in broad daylight For a complete overview of this new high brightness, all-weather ASDE. w1ite to: Hollandse Signaalapparaten BV. P.0.Box 42. Hengelo, The Netherlands.

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HOLL.ANDS E S IGNAALAPPARATEN

9

except for t~e ascribed callsigns for individual aircraft, controllers do not necessarily handle the samples in the same way: they may anticipate the ~ro~lem~ _in a familiar traffic pattern, or allow for small idiosyn~rac1es in airline procedures and tactics. Traffic samples may greatly 1nf~uence performance but the solutions to any recurring problems are ~u1~kly learned, and make it difficult to obtain general or replicated findings. A normal compromise is to use several samples which together are broadly. _representative of expected traffic and which differ in c!early s~ec1f_ied ways, _so tha~ any significant change in output associate~ with differences in the input can be ascribed to its main cause.

If variables are not controlled as far as possible, the influence of fact such as samples and feet positions cannot be separated from the ~~~ flue~ce of !he controllers themselves, and questions on the effects of traffic d~ns1ty, o~ _the handling capacity of the system, become unanswerable in quant1f1able terms.

Simulated Pilots . In real-time air t~affic control simulations, input operators represent pilots. The~ are trained to respond as pilots would, and to make the necessary inputs to the computer to update the controllers' displa ~ontrollers taking ~art in ~e~l-time simulations usually describe ~~ inpu~ operators as _hi_ghly eff1c1e~t, skilled and effective. From the point of view of the . validity of the s1mula~ion they are often too efficient.

Although one input operator may simulate several pilots, each can usually be contacted at once by a controller at any time during the simulation, and each responds to the controller's instructions by implementing them without error and without delay. Controllers participating in simulations become accustomed to contacting simulated pilots at short notice and to having their instructions obeyed at once Real-life systems do not work in this fashion. Communications channel~ can become overloaded. A pilot may be too busy to respond at once to a controller, or a controller too busy to respond at once to a pilot.

Neither can always rely on contacting the other immediatelly, and normal air traffic control is not conducted on this assumption. But if in the interests of realism the input operators were requested to impose the kind of delays associated with real pilots and real communication channels, this would have to be done in a subjectively random fashion otherwise the controllers would learn to compensate for them durin~ simulation.

In real-life, controllers try not to delay instructions as long as possible, amend instructions at a late stage, issue instructions which must be obeyed at once, or assume that all pilots in the same type of aircraft will respond in the same way. A controller inevitably tends to adopt some of the above tactics as he adjusts to the simulated system.

If his task is to amalgamate streams of aircraft into a single flow for final approach to a runway, by careful timing of his instructions he can arrange the sequence of simulated aircraft so that they are consistently near the minimum permissible separations. As a result, the capacity of the runway in simulation is far nearer the mathematical optimum than it would normally be in real-life where delays in communication and in execution of manoeuvres, and some variability in the manner of executing manoeuvres, must all be allowed for. Therefore real-time simulation can give optimistic estimates of system capacity and can underestimate workload because simulated pilots can always be contacted, always understand instructions and always obey them at once.

The problem is not simply one of greater understanding on the part of the controller, but of his adaptation of tactics to meet any conditions of the simulated system. It is difficult to quantify how far these factors affect the controller's actions and thereby influence measures of system capacity and workload.

Subjective and Objective Measures Subjective data are normally gathered by detailed questionnaires in air traffic control evaluations in the United Kingdom. Subjective opinions do not always agree with objective measures, and this is one reason for obtaining both. Subjective opinions can be particularly useful in relation to automated aids, and their qualitative rather than quantitative effects on the controller. Real-time simulation is generally suitable for studying these aids. particularly if comparative measures with and without the aid are taken. If an aid is of genuine assistance, controllers are usually in favour of it, but if it appears to reduce their responsibilities, or impinges on their decision making or problem solving, they tend to view it with misgivings and to question how far it can be trusted.

Controllers, in common with most skilled groups, value their own professional abilities and opportunities to exercise their skills. They are suspicious of any developments which might render their existing skills redundant or require new skills to be learned, especially if the new and the old skills seem unrelated. Subjective data therefore cover the acceptability to the controller of whatever is being investigated in real-time simulation.

Subjective views may also be gathered on the effects of a proposed innovation on system efficiency. although such evidence may not agree with the recorded facts. If this discrepancy exists it must be found, because controllers act according to what they believe to be true, and not according to the objective evidence which they may not be

a~are of: If the controller has gained a misleading impression it is

v~tal to. discover the reasons. Controllers find it difficult to trust a safe aid which does not function in the same way as they do.

Stress and Workload Current fashionable

topics

for

investigation include stress and of stress has been overtreated as intrinsic to air ra 1c control which 1·t al t . h mos certainly is not The reason that the ~mp asl~ on stress has been unfortunate is that it has obscured what isnpdotet ntially the much more serious problem of boredom Both boredom a d'ff s ress are ve • methods Th . ry 1 icu 1t to estimate validly by real-time simulation

workloa~. It is unfortunate that the concept et mfpf~asised in air traffic control. It has been

perform~nce ebsit~ulation envir?nment and the interest of others in task 0 A great deal f ;ender the JOb potentially less boring in simulation. without losin ~ oredom c~nnot be generated in a simulated task Stress, in co~tr~:t collaboration of the participants in the simulation. trollers know that' t~ends to be reduced in simulation because conhave people's lives . erh ~re not controlling real aircraft and do not willing to issue in~~ ~ir hands. In simulation, they may therefore be countenance in reaH;uc ions for manoeuvres which they would not

s·

1 e.

1mulation has been a I' d 0 studies of workload but the consensus of evidence Is that w P:i ie concept to be treated a or ~ad is not a sufficiently uniform or coherent s un1dimension 1 f · . ment purposes. This is a findi . a or air traffic control measurereplacement of verbal m ng which has emerged consistently. The P?nded data on the rad:~sa~es between. controller and pilot by transa1rcraft leads to a larg ddisplay showing identity and height of the • 1 • re uction . ·in speech workload according . s1mu at1on studies; but ethis to demonstrable changes in th reduction need not be associated with 0 clear that workload is er aspects of the controller's task It is not such a un'f : · o 1 orm concept that a reduction n~ aspect of it must free more . in gam~d cannot necessarily be d time for other aspects of it. Any time and is often accompanied b c:voted_ to Whichever task is designated. to call down information t 0 Y ncomitant new tasks such as the need by repl · refresh the . acin~ verbal messages, ha memory because transpondmg, ~anges which are marked enou s re~uced what is remembered. Any m one aspect of workload usu gh to introduce measurable differences 11 to confound measures of work~o~daffect st~ategy and tactics sufficiently on a single dimension.

!

Relations to Further Tech

n1ques

During the evolution of if real-!ime simulation were ~~~w system many benefits might accrue modelling and fast-time simular closely related to techniques such as tasks can be modelled and ex ;on. Th~ extent to which controllers' been fully explored, but there Ps:ssed m mathematical terms has not techniques of modelling which h ems no reason to suppose that the should not in · · ave been ap r1 d r . pnnc1ple be applied t P e successfully to pilots ime simulation, if sufficient...were k 0 controllers. With regard to fast~an~et' and variability to represent n~~n about the controller's perfor1 s mu a 10 ~· then both fast-time sim m. more adequately in fast-time 1 controllers performance would be uhat1on and understanding of the ~:~~t~~~t ~now le_dge on the reliabi~i~ ~~ced. More use could be made s1mu at1on could al man as a syste critical conditions calling for ~~al~~m use~ to identify mo~ cc~~!~Yn~~~ problems. Real-time simulatio . . e simulation to resol . ciently integrated with alterna~v~n t!~h~~affic control has n~~ ~=:~c~~tf~~ has been taken too much on t ques. The validity of 't f" d" bee d th h rust, and an a I s m ings n ma e at t e many kinds of fi . ssumption seems to have probably have equivalent validity d n~ings from simulation stud' contrary. Because simulation studies esp1te extensive evidence to ;~s tance of individual differences betw seek general answers the . e t d h h een control! ' rmpore even w en t ey are substantial. ers may be underestima-

1

Conclusions Despite these caveats, real-time simul r .1 . .

1 nique in air traffic control. It aids procedu~a °~a i~.an indispe~s_ible tech1 lt allows procedures and skills to be rehe ~9 and familiarisation though in seeking general answers it has ten~=~ toand jerf~cted. Al~ differences, it can be used to study them. neg ect •ndh1iduai The need to design and build a real-time air traffic control . to enable an evaluation to take place ensures a depth of th simulation 0 planning about the associated problems which would not ~~ht ~l'ld occur, so that often the answers to an evaluation are broad! erw1se before the simulation is actually conducted: the simulation it Y known provides quantitative evidence. Additionally it normally provid Seit then deal cf new evidence, and numerous insights which may es a Qreat ev~dent when formulated but went unrecognised beforehand. ~ueb":' S~lf­ ev1dence may also be obtained on further problems Which _Jectrve represented in the simulation. can be anticipated by experi~ While not trollers after the simulation has taken place. These insightnced conused to improve planning or may form the basis of furthers can. be simulation. real-time

1

•

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Our Computer Assisted Radar Display System (CAR OS) enables civil authorities to use military radar sources, or vice versa. It can accept handle and display SSR information from these sources for both approach and area control. CARDS 9lso an~we~s the problem of getting SS Rdata without increasing interference where there is an overinterrogation problem.

C.ARDS is already proven, and a system is in operation at AAEE, the Ministry of Defence at Boscombe Down. ThistakesSSRfromtheCAAradars at Ventnor, Heathrow and Burrington. It is driven by

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CARDS can be tailored to yourrequirement. If you want to take secondary radar from remote sources and display it either alone ' or in conjunction with local and/or remote primary radar, CAR DS will _ _:jl...;,_ . do it.And the cost wi ll be only a fraction of what it wou ld be if you had to install new secondary radars.

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~°AEROLINEAS HRGENTINAS

12

First Meeting of the IFATCA Executive Board in South America Buenos Dias, Argentina During the last couple of years the Officers of the Federation as well as most Member Associations of IFATCA have witnessed with increasing concern developments in the air traffic control services of South America. In late 1977, the Executive Board decided to send two IFATCA Officers to the scene to find out how and to what extent the Federation could be able to assist fellow controllers in the countries concerned in their strive for better recognition of the profession and working conditions.

This was the start of an intensive cooperation between the Executive Board of the Federation and the South American Member Associations. More comprehensive information reached the Board and spread among IFATCA members. The endeavours of Past President J-D Monin and Vice-President E. Bradshaw, marked the beginning of a new era. An era of communication and understanding.

Doors - hitherto closed to Member Associations concerned opened and the authorities began to realize the ex istence and professional expertise of the Federation. It was probably the first time that the voice of the controller was heard at appropriate administration level in such an outspoken way, thus producing considerable back-up for the associations co ncerned.

Guided by the confidence that something could be done towards improvement - a pressing necess ity ind eed - the Exec ut ive Board determined to have its 1978 autumn meeting in Buenos Aires.

Packed Agenda Going to South Americ a to the Officers not only meant to work thro~g~ a packed three-page agenda, covering as much as twen~y '.11ain 1tem_s, i~ also meant meeting as many representatives of av1at1on organisations as possible to exchange views and ideas.

It meant meeting the press and television, the attendance of the fi rst Reg ional Meeting of South A merican JFATCA Member Associations. Representatives from Argentin a, Brasil, Uruguay and Ve~ezuela at~ended the meeting which was efficiently chaired by L_uis M. Doming uez, IFATCA Regional Counc illor for South Ameri ca. Th e A ir Traffic C ontroll ers Associatio n of the Netherland Antill es was represented by two observe rs. At that meeting the concept of the reg ional organisation within the Federation was discussed and steps initi ated towards its real isation. Furthermore the three days of the regional meeting produced some recommendatio ns aimed at a more effi cient coope ration between the Member Associations concerned with a view to standing together in th e difficult and most likely tim e consuming struggle to improve the working conditi ons, the profess ional knowledge and standard of the control personnel, the techni cal environ ment and other factors having a direct or indirect impact on the safely of aviation.

A lthough th ere are some technical shortcomings, parti cularly in one of the countries, air traffic control units in general appear to be suitab ly equipped. At least not worse than many other facilities around the world. The control rooms of Brasilia and Buenos Aires-Ezeiza, for instance, were visited by Board Members and found adequate. The really serious factors influencin g safety in aviation are the hum an and social ones.

Two or more Jobs The most serious problem spri ngs from the extrem ely low salaries granted to air trafic servi ces personnel. To make a reasonable livin g and to afford having a familiy, controllers have

Vice-President A. Avgoustis and Managing Editor H. Guddat i n the c ockpit o f the Aerolin eas Arg entinas B oeing 747 exchanging views w ith the c rew wh i le on the long trip to South America.

to look into other sources of income. A second or even third job is necessary to meet with t he costs of living in some South A meri can countries. Th e kind of additional burden put onto controll ers by this social problem may easily be understood after someone looks into the matter more deeply. Controllers in one country are granted as low as the equivalent of 110.- US Dollar a month, in another country controllers earn some 300.- US Dollars, and in another, currently topping t he South American list, controllers make around 1,300.- US$.

Of cou rse, there are variations in the cost of living index of d ifferent cou ntries. Costs in Venezuela, for instance, are much higher than in Argentina. A lso the generally prevailing high inflation rate in South America d iffers from country to co untry.

Nevertheless, it is not acceptable that controllers have to Jive under the constant pressure caused by worries on how to make a living, thus adding to the already high stress of the professio n.

It doesn't require t he knowledge of an expert to imagine w hat may happen when an overworked and tired c ontroll er reports fo r duty after a five hour shift in a factory or after a night shift as a hotel concierge.

The Board Visits Argentine Aviation Authorities The amount of air traffic and its c ompl ex ity are co nstantly growing in South Am erica, generally at rates much hig her t han those fo r instance in Europe. A n unprecedented traffic peak w as reached d uring the last world football tournament in Bue nos Aires. T he increasing demands of air traffi c and its importa nt value to the national economy shou ld by now have been rea lised by the co mpetent authorities and appropriate steps be taken to meet these demands.

13

Board to the officials and presented their case at this high level.

The Executive Board could only underline the need for appropriate measures to be taken, and in explaining the aims of IFATCA the Board motivated its involvement in South America as being in the best interest of aviation. It is considered the responsibility of each member of the Federation to strive for an improvement of the working conditions, where necessary, and to point out factors that are impairing the safety of aviation. Informing the competent authorities about the deficiencies in ATC, transfers a considerable portion of responsibility to their shoulders and leaves them with the obligation to take steps to improve the air traffic services and the working conditions for the personnel concerned.

Good Prospects Together with Board Members of the Argentine Association the IFATCA Officers had an informal tal k with the Head of ATS in the Ministry of Transport, Buenos Aires. Second from the right is Brigadier Hugo Di Risio, then Mr. A insworth , whose assistance as an interpreter was very much appreciated on various occasions, and fourth from the right, Comodore Rodolfo Arens, deputy chief of the regi on .

The Executive Board left the meeting with the impression that positive results can be expected. This was confirmed during the talks with the representatives of the CGT, the national trade union responsible for aviation employees. With Capitan de Navio Carlos A. Schiaffino and Coronel Fernando Spannaus the Board and ATEPSA representatives discussed all relevant questions. It was

Among others this was the subject of the discussions the Executive Board had with the Aviation Authorities in Buenos Aires. While in the country the Officers of the Federation, as is customary on such occasions, seek an open exchange of views with the high ranking aviation administration officials.

The first such meeting was in the Condor Building of Buenos Aires, housing the Aviation Administration of the Ministry of Transport and Communications. A very informative and constructive discussion was conducted with the Head of the Air Traffic Services Divisio n, Brigadier Hugo Di Risio and his deputy, Comodore Rodolfo Arens.

The representatives of th e Arg entine Air Traffic Controllers Association (ATEPSA) introduced the members of the IFATCA

The Executive Board in session with representatives from Brazil and Uruguay dropping in for a chat.

the atmosphere of understanding and cooperation that gave these talks a positive tendency. Professional questions were embarked upon, points of criticism raised and constru ctive proposals on possible actions to be taken were discussed. Although the discussions took more time than originally planned, crysta l clear results were not in hand. Both ATEPSA and CGT will have to continue the dialogue in order to find suitabl e sol utions. Progress seems underway and matters hopefully wi ll be dealt with in the order of their urgency to keep pace with the rapid developments in aviation. Negotiations on th e improvement of work ing conditions will have to be con d u cte~ without delay. An acceptable compromise , which of course will be framed by the economic and structural conditions of the country, should be within re In the interest of safety in a~iatio~ t~e _Federation hopes thata~;~ Traffi c Control is given the high pnonty it deserves.

Visits to C.l.P.E. and Ezeiza ATS

After extensive discussions with represen tatives of the n alional trade un ion CGT, Coron el F . Span n au s (center) was l eading the Board and members o f ATEPSA to the gate for a fri endly farewell.

14

From what th e Officers of the Federation saw during their visit of the "Centro de lnstrucc ion, Perfeccionami ento y Experimentacion (GIPE)" , the A ir Traffic Services Training Centre at Ezeiza Airport, t hey got the impression that facilities are available to suitably t rain specialists in the various fields. The impo rtance

of thorough training obviously had been realized . Major Jorge R. Altuna, the Superintendent of the School, elaborated on the history of the school and its areas of activity. The school is availab le to everybody and used by nearly all South American countries. At the time of our visit this was proved by a lot of foreign students attending the various courses.

Outside basic and advanced ATC courses there are courses for Radar Control, Aeronautical Information, Telecommu nication, Computer Technology, English language, and a variety of ground installation maintenance courses (ILS, VOR, DME, etc.). The school offers a wide spectrum of knowledge. Class-rooms and laboratories are suitably equipped to meet the requirements of today's actual traffic in South America. It would take too much space to satisfactorily cover all the facts about GIPE. Therefore we leave it to a separate article in a future edition of THE CONTROLLER to honour the merits of this modern and effic ient training centre.

A quick tour of the ATC facilities at Ezeiza International Airport concluded the visits of the day and it was found that the tools available are by no means inferior to those of many other places. The radar presentation appeared to be good, the set-up of the facilities practicable and the personnel competent to handle th e traffic at the time.

In front of the CI PE bu i ld ing at Ezeiza airport some of the I FATCA visi-

t~rs from Argentina, Brazil, Canada, Curacao, Cyprus. Germany, Switzerland, t e UK, Uruguay and Venezuela were spotted.

At Ezeiza Area Control Centre the IFATCA group was briefed about the ATC system in use. In the foreground , Maria Elena. the first fema l e controller at Ezeiza. ri sks a friendly glimpse onto the visitors.

Because of the fact that the managing editor is unable to accept the task - definitely, too great a burden for one person and until a new cand idate comes forward , the Board appointed the V-P Professional, Andreas Avgoustis, as " Interim Editor " . Thus continuation of the Journal is guaranteed and efforts will be made to get back to the normal publication schedule, immediately.

Another significant change in the management of the Federat ion is the coming up, at the end of 1978, of the hand-over of the Secretari at from Tom Harrison to Ted Bradshaw, currently IFATCA's V-P Administration.

At the next conference we will have to look for replacements of three vital posts of the IFATCA management. We trust that there are a lot of prospective, motivated and knowledgable candidates among our membership.

IFATCA '79 is scheduled to take place in Brussels from 23 to 27 April 1979. The organisation is well underway. The Board reviewed the agenda and conference arrangements. The premises of the Sheraton Hotel were found most convenient, although costs involved will be considerably higher than for previous conferences.

The Board expressed its concern of this development. Though it accepted the fact that costs are generally increasing, care, however, ought to be given in selecting venues that might p rove beyond the financial capabilities of the majority of our members.

Conclusions The Executive Board was satisfied with the work program me d ischarged in Buenos Aires, so was the Host Association. The various meetings and visits helped the Board in getting a personal impression of t he conditions in South America, and also in initiating appropriate meas ures to give support to members in the reg ion.

A g reat amount of effort is still required to raise the standard of the controllers in so me South Ameri can countries, and th is is where the Fede ration has some long term obligations.

Although it required some night sessions for the Board to discharge its heavy agenda, it is accepted that the time invested in ATEPSA 's affairs was well spent and justified under the circumstances.

Outside of routine matters, such as the reports of the Officers, Committees, etc. considerable time was devoted in the fo llowing areas: the IFATCA Journal and the resignation of its ed itor, the changes in the Board and the 1979 Annual Conference.

Other comm itments of the previous editor. not enabling him to devote the req uired time fo r the procurement of manuscripts and the production of THE CONTROLLER led Brian Jones to submit his resignation.

O n the way home over the South Atlantic the Managing Editor 1nterv1ewed Aerolineas Argentinas Ch ief Pilot Capt. Carlos G ho, and took notes fo r a future articl e a bout the airli ne The p l easan t atmosph ere of the first c lass l ounge in the upper fl igh t deck made the long trip more comfortab le and helped to establish contacts with some of the most senior pilots of the airline

15

After the meeting some of the Officer_s devoted additional time to Federatio n affairs. Visits were arranged to Uruguay and Brazil.

In concluding this report I would like to thank, on behalf of the Executive Board, all those members of ATEPSA who were engaged in the organisation of this most efficient and successfu l gathering.

The cooperation and su pport of the aviation authorities was much appreciated . Our special thanks go to Aerolineas A rg entinas, VARIG , Brasilian Airlines, and a number of other airl ines for their support regarding transport arrangements and thei r excellent service and attention on board their aircraft.

During the more than 20 hou rs trip to South America promising contacts were made as fo r instance with the Chief Pilot of Aerolineas Argentinas and some Senior Pilots of the ai rline. Visits to the cockpit, and intensive exchanges of professional experienc e, were useful additions to the South Ameri can engagement of

the Board. I am sure t hat everybody liked the venture, although ii meant a lot of stress, worries, and to some Board Members even headaches, because of so me uncertainty t ill th e last minute on how to get back home.

Because of the World Medical Congress on the subject of Cancer taking place in Buenos A ires at t he same time as our meeting, it was extremely difficult to get a seat on any airplane out of Ezeiza. Over 6000 doctors attending the Congress had the same problem.

Nevertheless everybody made it home safely and we are gratefully looking back to some memorable and productive days in South America. " Hasta luego compaiieros y much as gracias por vuestra amable hospitalidad y el programa del c ual di sfrutamos plenamente!"

GU

Greater Speed or Greater Range: The Choice Between Concorde and the B-747SP (Part 2) Raymond Bal a! in ITA B ulletin

The Boeing 747SP and its Operation In this second article we discuss operation by 5 airlines of the Boeing 747SP: Pan Am, South African Airways, Iran A ir, Syrian Arab Airlines and China Airlines. After recalling the main characteristics of the aircraft, we give the routes served, the versi ons used by each airline and the main reasons for their choice.

Introduction The B-747SP which arrived on the world air transport scene in March 1976 meets a quite particular need - that of operating with widebody aircraft long-distance transpo rt which so far had been impossible with j et aircraft owing to their fuel co nsumption.

Thus, starting with a standard B-747, the manufacturer designed a shortened aircraft with a modified wing which, owing to the decrease in maximum weight empty, wou ld permit a s ubstantial increase in range. The main characteristics of this new aircraft are given in the table below.

T axi gross weight Dry bra k e release g ross we ight With w at er injection Maximum landing w eight Zero fuel weight Fuel volume (in U S gall ons)

(lb) (lb) (lb) (lb)

Basic ve r si on 666 OOO 660 OOO 665 OOO 450 OOO 410 OOO 47 761

Option 1 673 OOO 670 OOO 670 OOO 450 OOO 410 OOO 49 231

Option 2 696 690 695 450 410 49

OOO OOO OOO OOO OOO 231

T he B-747SP can be equipped with four types of engines : the JT9D-7A (thru st dry 46 950 lb and wet 48 570 lb) the J T9D-7F (thrust d ry 48 OOO lb and wet 50 OOO lb) the CF6-45A (thrust 46 500 lb) th e RB 211 -524B (thrust 50 OOO lb) Fu e l consumption is about 20 % under that of the basic 747 and the c ost pe r mile is equivalent to that of long-range threejets. W ith a range of 4 800 nautical mil es, con sumption per seat is 27 % under th at of the st andard 747.

T he B-747SP uses about 90 % of the same parts as the basic 747: hydraulic system and everyt hing co nc erning 100 D/o the environ ment 98 D/o eng ines 97 D/o av ionics 79 O/o land in g gear 77 D/o flight contro ls However. the automatic systems are q uite different and o nly 40 O/o of the basic 747 systems are in corporated . Rang e w ith the maximum number of passenqers is nearly 6000 nauti ca l miles.

16

In a mixed layout, the maximum capacity is 289 seats ; in the all-economy layout, it can go up to 380 passengers, or about 100 less than on the standard B-747.

The SP also differs from the 747 in its lighter structu1 al weight, with particular reference to the wings, the fuselage and landing gear. In addition to the flaps, the tail of the ai rc raft and the horizontal stabilizer have been redesigned.

T ake-off performance has been substantially improved and c rui se altitude is 4 OOO to 6 OOO feet higher than that of the other widebody aircraft. At sea level take-off distance is 25 to 37 D/o und er that of the standard B-747.

The operating ceiling is 45 OOO feet (during tests , one aircraft fl ew at 46 OOO feet) .

At maximum landing weight, the 747SP does not requ ire th e same length of run way as other wid ebody airc raft.

At the present time thi s aircraft i:> oporatod by five airlines : Pan Am , South African Airways, Iran Ai r, Syrian Arab Ai r lines, and China Ai rlines.

It seemed in teresting to study operation of the B-747SP by these airli nes and to examine th ei r reasons for choosing this aircraft.

Pan Am Operation Pa n Am , which put the B-747SP in service on 26 April 1976, ope rates th is aircraft on the long est routes on its networ k. In the win ter of 1977-78 these rou tes were as follows: • New York-Bahrain (Once a week) • New York- Tokyo (7 ti mes a week) o Los Ange les- Tokyo (7 times a week) o New York- Los Angel es-Auckland- Sydney (once a week) o Los Ang eles-Auckland-Sydney (twice a week) o San Francisco- Auckland-Sydney (once a week)

Flight time 11 h 50 eastbound 13 h 45 wes tbound 12 h 30 eastbo und 13 h 40 westbo und 9 h 20 eastbo und 11 h 25 westbound Los Angeles- Auckland : 11 h 45 eastboun d 12 h 30 westb ou nd San Fran cisco- Auckland : 12 h 50 westbound

• Los Angeles-Auckland-Sydney-Melbourne (once a week) • San Francisco-Hong Kong-Bangkok (twice a week) • San Francisco-Hong Kong-Singapore (once a week)

Sydney-Los Angeles: 13 h 20 eastbound San Francisco-Hong Kong: 11 h 50 westbound 14 h 25 eastbound

At the present time these are therefore practically the longest stages flown by jet aircraft.

According to Pan Am . the three advantages of the B-747SP are: 1) greater range, 2) higher speed (at Mach 0.84, where as for fuel consumption reasons, most jet aircraft speeds were limited to about 0.80 or 0.82), 3) higher operational ceiling, above other aircraft. Cruise can start at 41 OOO feet and, when the aircraft has become lighter, can end at 45 OOO feet.

With 266 passengers, 15 crew members, their baggage and 23 200 lb of freight and mail and at the maximum take-off weight of 690 OOO lb the 747SP can fly 750 miles farther than the 747 (with the same payload and a take-off weight of 733 OOO lb). The opening of the New York-Tokyo route on 26 April 1976 with three flights a week was very soon a success : 150 passengers per flight westbound in the first few months of service and 200 per flight eastbound. Thus, on 1 August, the frequency was raised to 7 flights a week. The share of Pan Am in the New York-Tokyo market thus rose from 16 to 22 % with a load factor of 60 %, with al most all first-class seats being occupied.

On the Los Angeles-Tokyo route, Japanese tourists have been numerous and, in the peak period, load factors have been as high as 90 to 98 % (45 to 50 % in s lack periods).

The route to New Zealand and Australia, opened on 8 December 1976, gave a gain of 45 hours over existing flights.

The direct Sydney-San Francisco route, which for a long time was the longest on scheduled services, was 12 hours 56 minutes (block time 13 hours 14 minutes) and the distance covered was 7 500 miles.

A Bahrain -New York flight, inaugurated on 6 December 1976, was for a long time the longest (in terms of time) with 12 hours 45 minutes in each direction.

Pan Am , which operates eight aircraft at present, has ordered two more for delivery in 1979.

The daily utilization of the B-747SPs of Pan Am, which was 12 hours 38 minutes per day in November 1976, came to 14 hours 23 minutes in January 1977. This utilization is to be compared with the average 747 utilization of th e airline which is given below.

PAN AM was the fi rst ai rline to introduce the B oein g 747 SP. Th is long ran ge jet h as set several long range records during the fi rst years of op eration.

Syrian Arab Airl ines al so serves the following routes once a week: •

Dama scus- Abu Dhabi Ras el Kayna-Karachi

Damascus-Abu Dhabi Abu Dhabi- Damascus

2 h 40 3 h 00

The ai rline selected th e B-747SP : 1. because it needed an aircraft with a capacity coming between the Caravelle and the 747B (heavy increase in traff ic of about 20 O/o in recent years) ; 2. to fly above traffic , as European airspace is becoming increasingly congested .

The Boeing 747SPs of Sy rian Arab Airlines are eq uipped with 24 first class seats and 234 economy seats, or 256 in all.

A lounge taking 20 persons at a time can be used by all passengers.

Operation by China Airlines China Airlines, which took delivery of its B-747SP on 4 Ap ril 1977, operates two routes in the Pacific. .

• Tai pei-Los An geles, once a week (flight time 11 h ours 20 min ute.s) with return via Honolulu (fligh t time 5 hours 25 mi nutes + 10 hour s 25 _minutes).

• Taipei-San Francisco and return, twice a week .(outbound flight lime 10 hours 45 minutes, r eturn flight lime 13 hours 50 minutes).

Daily utilization of the B-747 at Pan Am (flight hours): 1976

19n

Jan . Feb. M arch Apri l May June July Aug . Sept. Oct. Nov. Dec. 11.9 11. 5 11 . 2 11 . 4 11 . 7 12.5 12. 6 13. 112. 712.3 11. 3 11 . 4 11. 9 12. 7 12. 3 12. 7 13. 3 13. 6 13. 6 13. 4 13. 6 13. 1 12. 7

The aircraft layout gives 44 first class seats and 222 economy seats, or 266 seats in all. The upper deck is equipped as a firstclass dining room for 16 persons with its own galley. The main deck has been redesigned with galleys to the front and rear.

On flights of over 12 hours, the crew comprises 3 pilots, 2 flight engineers and 10 stewards and hostesses. A rest area with two couchettes has been provided behind the flight deck. On certain flights - New York-Bahrain San Francisco-Auckland, SydneyLos Angeles and San Franci~co-Hong Kong - there are 4 pilots and 2 flight engineers.

Operation by Syrian Arab Airlines Syrian Arab Airlines put the B-747SP in service o n 15 June 1976.

In the winter of 1977-1978, the followi ng routes were served : • Damascus-London (Twic e a week) • Damascus-Paris-London (Once a week) • Damasc us-Mun ich - London (Once a week)

Outboun d Inbound Damascus-Paris Pari s-Damasc us Damascus-Munich Mun ich- Damascus

5h 4h 4h 4h 3h 3h

05 30 35 05 50 20

Operation by South African Airways South African Airways, which put the B-747SP in service on 1 May 1976, is current ly operating the biggest netwo rk with this type of airc raft.

In the winter of 1977-1 978, the follow ing routes were operated twice a week by B-747SP: • • • • • • • • •

J ohannesburg-Cap Verde-New York J ohan nesburg-Mauriti us-Perth-Syd ney J ohannesburg-Seychelles-Hong Kong Fran kf u rt-Zu rich-W indhoek-Johan nesbu rg Brussel s-Madrid-Johannesburg Athen s-Rome- Lisbon- Johannesburg Amsterdam- Frankfurt- Johannesburg Vienna-Zurich - Madrid-Johann esburg London-Cape Town (via Sal northbound)

Flight time 8h45 + 7 h 3 h 30 " 6 h 40 + 3 h 55 4h30 1 9h 0 h 50 + 11 h 50 + 1 h 45 2 h 20 + 11 h 40 1 h 50 + 2 h 55 ... 11 h 15 1 h 15 ~ 13 h 20 1 h 15 + 2 h 05 " 11 h 40 12 h 50

The long est stages are therefo re: Frankfurt- Johannesburg and London-Cape Town.

The airc raft is provided with 40 first c lass seats and 224 economy seats, or 264 in all.

Th e c rew comprises : a flight deck staff of 4 (1 aircraft co mmander, 1 f irst officer, 1 co-pilot. 1 flight engineer) and a c abin staff of 13 (stewards and hostesses) 17

An lranalr Boeing 747SP on the maintenance apron of Frankfurt Airport. This is a rather rare view of that aircraft because it has a fifth engine In a special pylon fixed under the left wing .

•

Iran Air Operation Iran Air put the B-747SP in service on 15 May 1976.

In the winter of 1977-1978, the following routes were served : • Teheran-London-New York (with New York-Teheran direct return) • T eheran-Paris-New York, return • Teheran-Paris-London, return • Teheran-London, return

3 times a week Twice a week Twice a week Twice a week

The longest flight time is New York-Tehe ran: 11 hours 15 minutes.

The airline selected the B-747SP because it needed a bigger aircraft than the B-707, with a capacity of about 300 seats (the B-747SPs of Iran Air are fitted with 24 first-class and 253 eco nomy class seats, or 277 in all).

The airline wanted a smalle r ai rc raft than the basic 747 (since then the airline's t raffic has increased, which justified the subsequent introduction of the 7478), and the special performance of the SP permitting a New York-Teheran flight direct above other aircraft, especially at the end of the run (45 OOO feet at the end of cruise) were decisive factors in the choice of this aircraft.

The aircraft has been specially equipped with a lounge decorated in the Iranian style, featu ring a central samovar and hostesses in Iranian regional dress, on the upper deck of the aircraft.

This lounge is reserved for first-class passengers.

The crew comprises 2 pilots (1 aircraft commander and 1 pilot) and 1 flight engineer, 1 purser and 12 multilingual hostesses : Iranian, French, Scandinavian, German, etc.

The airline is most satisfied with its choice, as are passengers.

Weekly utilizat ion has exceeded 10 hours a day (10 hours 35 minutes in September 1976, 10 hours 52 minutes in January 1977).

Load factors have been as high as 90 Ofo on direct eastbound flights.

Other B-747SP Performance Data When the 8-747SP was entering service with the various airlines, a number of records had been set up, parti cularly on 24 March 1976 with the non-stop distance record from Paine Field (Washington/ United States) to Cape Town , i. e. 10 290 miles with a trip time of 17 hours 22 minutes.

Previously, in the course of demonstration flights around the world in November December 1975, a number of long stages were flown such as : 1. New York-Tokyo.

2. Bombay- Sydney, 3. Sydney- Santiago, 4. Mexico City-Belgrade.

Take-offs have been made from high-altitude airports such as La Paz (13 354 ft) , Quito (9 226 ft), Nairobi (5 327 ft) and Kabul (5 871 ft).

The B-747SP has flown two world tours : 18

the first in connection with the US bicentennial in May 1976 - on t'ie New York-Teh eran-Tokyo-New York route; • the second via the two poles, for the fiftieth anniversary of Pan Am in October 1977: San Francisco-London (via the North Pole)-Cape Town -Auckland (via the South Pole)-San Francisco (54 hours 7 minutes of flight and 26 700 miles covered, the longest stage being Capetown-Auckland via the South Pole with 7 850 miles).

The table below shows the savings on fuel or flight time achieved compared with the standard 8-747 on certai n significant stages.

Stages New York-Tokyo Los Angeles-Tokyo Johannesburg-Lisbon Lisbon-Johannesburg New York-Teheran

Flight time gained (inc luding stops) 5 h 00 1 h 50 1 h 40

Fuel gain (lb) 110 OOO 50 OOO 66 OOO 52 OOO

1 h 00

The following gains may also be noted : • Tokyo-New York • Sydney-San Francisco • San Francisco-Auckland

3 hours 4.5 hours 4.5 hours

Conclusion Two possibilities are open to airli nes in diversifying their networks: develop direct flights over increasingly greater distances with utilization of the B-747SP which makes it possible to cut total flight time by eliminating intermediate stops, using more rapid aircraft, i.e. the supersonic Concorde to cut flight time proper, although intermediate stops cannot be eliminated owing to the range of the aircraft.

Thus for the first time pure speed is competing with range.

After two years of operation, it it still difficult to foresee whether one solu tion will prevail or whether the two solutions wi ll tend to be complementary.

In the case of total trip time, the utilization of an aircraft like the 747SP gives the possibility in certain cases of coming close to the times achieved with the supersonic. especially when the flight includes several average stages. The operating economy for the airline is obvious. For the passenger, the disadvantage of this solution is that he has to s pend several hours within the relatively limited space of an airc raft cabin , whereas experience shows that the air passenger is less and less keen on long flights.

It should be noted that this advantage is eliminated in the case of the direct flights possible with Concorde (New York and Washington from Paris and London) or for the very long flights on which the 747SP too has to make intermediate stops (LondonAustralia).

However, the price of supersonic transport is obviously a considerable handicap for the passenger.

What will finally be the attitude of airlines? So far nothing enables us to draw definite conclusions.

•

Digital Remoting for Air Traffic Control in Terminal Areas

by A. Millhollon, FAA and J. Gersch, Sperry Univac

The U. S. Federal Aviation Administration (FAA) and Sperry Univac Defense Systems Division St. Paul, Minn., are currently involved in a radar digitizing and data remoting project which is expected to lead to methods for economical expansion of terminal area radar service. The project consists of adding two capabilities to an upgraded Automated Radar Terminal System (ARTS lllA).

The first capability is the digitizing of primary and secondary radar and the remoting of the target reports to an ARTS lllA Data Processing System (OPS). Second is the remoting of ATC data from the ARTS lllA facility to other air traffic control towers in the terminal area (hereafter called "remote towers" for ease of discussion). The project is scheduled to undergo evaluation at Tampa, Florida, USA, in the latter part of 1978 with results available in early 1979.

The geographical extent of the project is depicted in Figure 1 with approximate distances shown between participating facilities.

Information flow of the radar data on the communication circuits is in one direction (from radar site to the ARTS lllA). Target reports, alarm conditions, and weather messages are sent from the Tampa and Sarasota radars to the Tampa ARTS lllA OPS. Information flow is in both directions on the remote tower circuits.

Digital display data flows toward the remote towers with keyboard messages reh.1rning back from the remote towers to the central site. The ARTS lllA OPS at Tampa performs the aircraft tracking and data block association, formats all display outputs (including those for the remote towers), interpretes and acts on all appropriate keyboard messages from each display position, collects and records selected flight data, and automatically accommodates system reconfiguration to a backup mode in event of either a system element (hardware) failure or a requirement to isolate a portion of the system for off-line utilization.

Figure 2 represents a pictorial diagram of the complete system.

At the Tampa and Sarasota radar sites are Sensor Receiver and Processor (SRAP) units. They digitize the primary and secondary target reports and format the reports for transmission over 4800 bits per second circuits. For evaluatio~ p.urposes'. one of the Tampa SRAP units is installed at the indicator site (TRACON equipment room) and operates in a "local" mode. In this mode, the unit outputs its information (target report, weather, etc.) via

Figure 1. Digital Rcmoting at the Tampa, Florida (USA) TRACON

a 30-bit parallel interface directly to an I/O channel on the ARTS lllA OPS. For this local operation, broadband primary and secondary radar videos must be available at the OPS site.

The Tampa TRACON will have two ARTS Ill display consoles that have been modified for vector generation (all digital) operation. They will use a combination of vectors and alpha-numerics to present a digital map, weather, and aircraft track data developed from the Satasota SRAP target reports. These consoles will be used by controllers working traffic in the Sarasota sectors. The

ALBERT WHITTED TOWEA

MACOllL AIR FORCE BASE

r--------~1~ I~-.•

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Figure 2. System Block Diagram

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six remaining ARTS (time-shared) dispJays will present the Tampa radar videos and associated digital data blocks.

A most obvious and impressive piece of new equipment used in the project is the Tower Cab Digital Display (TCDD). These units were designed and built by the Magnavox Company under subcontract to Sperry Univac. As shown in Figure 2, the TCDD's will be located at each of the four remote towers and will display the information forwarded by the ARTS lllA. The TCDD is a digital stroke writing display with a character repertoire of the upper case alpha, 10 numeric, and 19 special characters. It has a digital mapping capability, a circle generator for computer controlled range rings, and target trail represented by history dots (up to five per track). The unit has been designed for use in the very high ambient light conditions of the control tower cab. Character quality is considerably better than that available on the TV raster type BRITE equipment used in the Tampa tower cab and many other U.S. control towers. Data block formats as well as keyboard/trackball entries will be identical to those of the vector generator displays used in the Tampa TRACON lllA. As shown in Figure 2, each TCDD is connected to one Remote Display Buffer Memory {RBDM). The RBDM, which includes a microprocessor, is a new device developed specifically for the remote tower application. It receives the TCDD display update data from the OPS and manages the data in a 4K display refresh memory. It also performs preliminary data entry processing and controls transmission of this information back to the DPS. Data transmission verification is accomplished through the use of cyclical redundancy codes for each message. A full duplex 4800 bit per second data circuit is used for two-way communication. The RDBM includes self-contained diagnostics and digital test patterns for checking and aligning the TCDD's.

Each dotted line of Figure 2 represents a 4800 bit per second data circuit and each terminates at th.e¡ DPS into the Communica-

tion Multiplexer and Controller (CMC). The CMC is also a new microprocessor based unit that contains various modem adapters and a multiplexer to interface the data circuits with the DPS. The CMC can accomodate sufficient adapters for 32 circuits and has extensive built-in diagnostic test features for maintenance and fault isolation.

Of course, the final Tampa system will have all of the new features currently being implemented into the other major terminals in the U.S. under a separate contract.

Total system processing capacity will be 600 tracked aircraft, generally alloting 300 each to the two sensors. Each sensor will have dual SRAP capability and dual circuits for increased reliability. Each radar data circuit is capable of carrying 470 target reports per scan. The twin circuits provide ample overload protection and reduce the delay in the reports reaching the DPS. Each remote tower has the capacity for 80 tracks which could be increased by using a 9600 bit per second data circuit. Dual CMC's, RDBM's, and TCDD's are used in the system to increase system reliability. The DPS is also sized to have one extra computing element and one extra memory module for system reliability. In the event of a DPS element failure, the system will automatically recover (within 10 seconds) to a capability matching the inventory of available elements. Critical system data (tracks, flight plans, sector configuration, etc.) is constantly recorded on a disk subsystem for use in such a recovery.

This FAA project is another major step forward in the evolutionary growth to a full digital terminal operation. Expected benefits of these new tools are: wider use of available radar information, fewer siting restrictions for terminal radars, improved ATC coordination between IFR rooms and remote towers, and of course, lower communication costs due to the substitution of digital telephone lines for the more expensive radio microwave links â&#x20AC;˘ (RML) now used to transmit radar information.

Triennial Meeting of the Aviation Medical Society of Australia and New Zealand, Christchurch, New Zealand, August 1978 Report by B. L. Watkin, NZATCA

Introduction It was with pleasure that as an Associate Member of the Aviation Medical Society of Australia and New Zealand (AMS) I represented the New Zealand Air Traffic Controllers' Association (NZATCA) at the Society's Triennial Meeting in Christchurch from 17 to 20 August 1978. Air New Zealand gave practical support with administrative assistance, charming air hostesses as conference attendants and ushers, airfare concessions to participants and the pleasure of the V.1.P. Room at Christchurch Airport whilst awaiting transport.

The official guests were the Chairman and Directors of Air New Zealand, the Director of N. Z. Civil Aviation, and the 'Patterson Visiting Lecturer' from Sweden. The Society was represented by 26 Members from Australia, one Member from Hong Kong, and 26 Members and one Associate Member from New Zealand; the present New Zealand Government Minister for Labour, P. Gordon Esq., who was the former Minister for Civil Aviation, was present at the opening ceremony. The Press was represented by D. Campbell Esq., Aviation Reporter, New Zealand who was assisted by reporters from the local newspapers who, together with a short television interview, kept the public informed of this most important - in fact the only - aviation medical conference in the South Pacific.

Opening Ceremony At the simple opening ceremony the President of the AMS, the Chairman of Directors of Air New Zealand, and the popular

20

and well-known friend of the AMS, Mr Doug Patterson, now a Director of Air New Zealand, in their opening addresses extolled the importance of these conferences to further the need for air-safety in Australia and New Zealand. The Society could expect continued practical support from Air New Zealand, while individually the speakers expressed their willingness to assist the Society in every way possible. In addition, Mr Patterson advocated and supported the principle of the constant interchange of aviation medical data between Australia and New Zealand.

The 'Patterson Visiting Lecture' was presented by Dr A. Frykholm, who spoke naturally and eloquently on his extensive career as a Pilot and a Doctor. Dr Frykholm's experience in aviation extended over 40 years from an operational Pilot in fighter and test aircraft, as a Squadron Commander in the Swedish Air Force, then Doctor and Aviation Medical Examiner (A.M.E.) to his present position as Chief, Aviation Medicine Office, Sweden.

Scientific Sessions Each of the seven scientific sessions was chaired, and the discussions were led by a Member with two or three papers being presented at each session. The subjects covered were: 'In-Flight Medical Facilities'; 'Drugs in Aviation'; 'Pilot Medical Examinations'; 'Pilot Ejection'; 'Stress' and 'Stress on Pilots'; 'Hang Glider Accidents'; 'The "Look-no-hands" Pilot'; 'Aircraft Accidents'; 'Pregnancy and Flying'; 'Human Factor in Aircraft Accidents'; 'Aviation Psychiatry'; 'Diving'; 'Contact Lens in Aviation'.

The operational Air Traffic Control Officer (Controller), his

health, and his environment, were briefly mentioned in papers presented by Members from Australia and Hong Kong and by an invited speaker from New Zealand aviation.

For obvious reasons the comments on the papers are restricted to those referring to the Controller and air traffic control and are in the order of presentation at the conference.

Drugs in Aviation These comments have been divided into 'In-Flight', 'On the Ground', and 'after Myocardial Infarction' and are: (a) In-Flight A Dr Anderson of Canada in an address on air-safety was quoted as stating that " ... aircraft are designed and constructed to definite reliability standards. These incorporate a degree of risk - the risk factor is based on a compromise between historical operating experience, economic attainability, public acceptance, and current technology ... " and that " ... the passenger use of the aeroplane demonstrates acceptance of the risk factor and the degree of risk is remote enough to be acceptable ... "

Comment The unsuspecting flying public will appreciate the Controller's professionalism, his desire to expedite his air traffic with safety, and his aim for complete air-safety in air traffic control. (b) On the Ground · Although this paper had the non-aviation medical title of "The Effect of Omitting Doses on Hypertension Under Treatment" the relationship to aviation medicine was in the comment by the Principal Medical Officer, New Zealand Civil Aviation Department, that in certain cases flying and medication were compatible. (c) After Myocardial Infarction In 1977 an R.N.Z.A.F. pilot had been cleared for restricted flying duties after a myocardial infarction 12 months ~reviou~ly, this is to be followed by a possible full clearance for flying duties after a further year of treatment.

Comment Can this decision be applied to the New Zealand Controller?

As there are no military Controllers in New Zealand, all Control Towers and Approach Rooms, including those at mili.tary airfields, being manned by civil Controllers, a decision. ?f this nature would of necessity be by the civilian medical authorities.

On what type of duties could a Controller be employed whilst awaiting and undergoing treatment?

Medical Examination - Pilot The first of these papers was an enlightening revie~ of the frequency and cost-efficiency of the airline Pilot's recurring medical examination and highlighted the need for a study of the . reasons for the six-monthly medical examination.

It was stated that " ... the 'yield' or gain in respec~ of. increased flight safety (with a six-monthly medical examination) is considered to be insufficient to justify the time and expense · t'10ns • • •." Also •. Dr necessary for such frequency of examrna Graham Taylor, the wellknown and popular Chief Medical Off_i~er, British Airways was quoted in an important concept emphasising the need for ~ close rapport between the A.M.E. and the Pilot.

The second paper, also well researched, contained th~ first reference to the Controller in this conference and mentioned that he was subject to the ICAO requirements for an annual aircrew medical examination. The paper recommended the need for a change in the scope of the Pilot's examination, rather than an arbitrary alteration to the time between examinations. It was emphasised that the need was to satisfy the aims of the aircrew medical examination, to satisfy the needs of the aircrew, and to provide a far better assessment to the Pilot's health and wellbeing.

Comment There is a similar need for a close rapport between the A.M.E. and the controller.

Stress The two papers on stress examined the need for stress testing.

Cardiological screening was introduced in Sweden in 1947 with stress testing where coronary artery disease and carditis are two conditions which may cause aircraft accidents. Both may progress clinically undetected, without obvious symptoms or signs, to a point where the risk of acute complications such as myocardial infarction is high under hypoxic, accelerative and other stress conditions of flying. It is well known that transient attacks may pass unnoticed, how often is not exactly known; however, objective examination technique of the cardio-vascular system was an advantage for flight safety (air-safety); with increasing age many Pilots realise the benefits of intensive cardiological supervision.

Disadvantages, which do not overrule the need for the examination, include clinical and administrative delays and the inevitable psychological stress or trauma the Pilot is exposed to when being informed of a heart condition that might be a threat to his ALTP licence, a well-paid job, and his health; the Pilot's concern is usually in this order.

The second paper indicated the need to ensure that the Pilots flying the public and the Members of the Society around Australian and New Zealand skies did so in safety and were medically fit to do so.

Although there was a need for stress testing, it was considered that the expense involved and the need for laboratory technicians and conditions under expert supervision should be borne by the Pilot.

Comment The threat to a Pilot of the loss of his flying licence with the accompanying psychological stress, is identical to a Controller losing his Air Traffic Control licence.

It is vitally important that the Controller is medically fit to control his air traffic with safety in all skies throughout the world.

Human Factor in Aircraft Accidents This excellent paper was presented by Captain F. Maguire, a Boeing 737 Captain in Air New Zealand, past President of NZALPA and presently Director of IFALPA. Some of the references made to the Controller needed challenge and the speaker agreed, for example, that it was highly desirable for both the Pilot and the Controller to adhere to strict R/T standard phraseologies at all times; however, not all Pilots nor all controllers were able to maintain this idealistic situati9n, despite the legal implications, during a Pilot's full flying day or the full period of a Controller's shift.

Also that the poor equipment in some Air Traffic Control Centres and Control Towers in New Zealand did not lend itself to perfect transmissions or reception and that the Controller was forced to use the existing equipment.

In conclusion Captain Maquire stated that " ... apart from the need to recognise a human factor aspect of problems you meet, your recognition of the philosophy of Ergonomics helps form a broad base in civil aviation encouraging an environment conducive to the successful pursuit and implementation of research programmes for optimising crew performance and minimising human error in aircraft cockpits ... ".

Comment It was considered that could be two relevant additions to Captain Maguire's conclusion: (a) after the word "crew", add the words "and Controller": (b) after the word "cockpits". add the words "and in Air Traffic Control Centres and Control Towers".

21

The speaker agreed that the majority of the paper could be associated with the Controller and kindly offered a copy for the NZATCA to use for reference purposes.

Aviation Psychiatry This interesting paper, by a former "Dam-Buster" pilot of World War II, mentioned the Controller and his need for a mental fitness similar to that required by a Pilot. All Pilots and Controllers must be mentally fit in the following terms, i.e. the applicant (for flying or controlling duties) shall have no established history or clinical diagnosis of either of the following:(a) A Psychosis This applies mainly in the field of depression and can be mild, moderate, or severe - some Doctors use 'psychotic' for 'severe'. This assumes importance when an individual is prevented from flying (or controlling); (b) A Personality Disorder The evidence is difficult to establish and sometimes the 'oldboy' network may provide the information.

It could refer to a bad relationship in the cockpit (or in a Control Tower or Approach Room); or an obsession to 'get it right' to a state where to 'get it right' became impracticable or the individual could not cope; or it becomes a compulsion with the fear of breaking down; or the schizoid personality, where some Psychiatrists mean excessive shyness, withdrawal and difficulties in relating to other people; or of Pilots taking 'pot' then flying an aircraft. (c) A Mental Abnormality A fairly wide embracing term. In an airline Pilot, who is supposed to be a stable individual, it may be indicated by breaking air traffic control rules or procedures, or a previously stable Pilot quite unexpectedly attempting two loops in an impossible situation and succeeding in completing only one and three quarters. (d) A Neurosis It could be anxiety and phobic anxiety states, obsessive and compulsive states and hysterical neuroses as indicated by a Pilot always avoiding cloud to avoid flying IFR: or completing many circuits for fear of making a mistake on landing; or repetitive cockpit checks almost to a point of ridiculousness. (e) Alcoholism and/or Drug Dependence It is important to locate the cause for heavy drinking or alcoholism.

Can a Pilot fly an aircraft with safety suffering from a hangover?

Personality test can give some indication of personality and psychotic dimensions. The Air Forces quite ruthlessly discard people who may indicate even slightly of not being suitable for flying, but the civilian has a civil right to fly an aeroplane unless someone or something stops him. In an airline an individual can only become a Pilot-in-Command if the airline wants him to and this is related to everything known about him. It is interesting to note that the speaker agreed that this paper could be equally applicable to the Controller and kindly agreed that the NZATCA could use it for reference purposes.

Comment Examples of the points made were mentioned in the paper (Stress on the Air Traffic Control Officer) presented on the writer's behalf as the IFATCA paper to the 1976 Medical Symposium held at the University of Manchester (UK).

Can a Controller expedite his air traffic with complete airsafety if he is suffering from a hangover?

Aircraft Accident Mass Casualties This paper by a Christchurch Member was titled "Aircraft Crash Preparedness and Casualty Management" and described

22

new concepts in aircraft crash planning, on-site triage and mass casualty management, evacuation including hazards of transport of the severely injured, and training standards and optimum equipment for disaster medical teams. The Christchurch Contingency Plan for an aircraft crash follows the international guidelines so clrearly defined in this paper.

It was considered that there was little need for New Zealand airports to hold the enormous amounts of medical aid equipment as maintained at major international airports overseas, such as in London, Paris and Chicago. The references used included recent warnings from aviation medical authorities which were reported in the seven International Rescue Symposiums held in Europe in 1977; these are available for study.

While many Rescue Co-ordinators in Australia and New Zealand have expressed their enthusiasm for the use of helicopters for rescue purposes, new evidence from experts in the international field of a\"iation medicine indicate that considerable care must be exercised in the transport of the severely wounded Pilot and passenger, due to certain dangers in their use for some injury patterns.

In Australia (Melbourne) helicopters are not considered worthwhile and are not used for transferring road accident cases to hospitals up to 13 kilometres away.

Comment As th& Aerodrome Superintendent in New Zealand - he is the senior Controller at Category 2 airports _ is an Air Traffic Control Officer, he is invariably the Chairman of the local Airport Safety Committee and always the crash Co-ordinator, perhaps it would be advantageous for the NZATCA to distribute copies of this paper and the reference papers to Controllers?

Apart from the tragic loss of life for the poor unfortunate unsuspecting yet demanding flying public, such disastrous air crashes as the DC10 in Paris 1974 are still costing hundreds of millions of dollars in compensation, while the Teneriffe runway collision and Tahiti crash are of the same magnitude. In addition, the New Zealand taxpayer is faced with the added cost under the Accident Compensation Act where not only the accident victim in New Zealand can receive compensation, but if an overseas visitor this compensation must be continued to be paid when they return to their own country.

As Air Rescue/Air Crash management is a specialised task, is there a national standard of crash procedures within New Zealand?

Closing Ceremony This was also a simple ceremony; however it was noted that the Director of Civil Aviation in New Zealand, E. T. Kippenberger Esq., advised the gathering that on his recommendation to the Minister of Transport, the New Zealand Government had agreed to donate the sum of $500 annually to the AMS to assist the Society in the furtherance of its aims and objects.

The Controller and Aviation Medicine After this conference it is pertinent to note that in my 42 years of operational aviation as a Pilot and Controller I have spent countless hours in lengthy discussions with Controllers at IFATCA and Member Associations' conferences and at Air Traffic Control Centres and Control Towers throughout the world, assisted at many Pilot/Controller Forums in New Zealand and overseas, and attempted to plead the Controller's case at international aviation medical Scientific Meetings and world airport conferences. Yet I must admit that I never cease to be amazed and seriously concerned at the persistent ignorance and constant non-recognition of the importance of the Controller in aviation by everyone who has not controlled modern air traffic.

Although the Controller must contrive to be relentless in his professional pursuit of complete air-safety in air traffic control

he stil remains the "Cinderella of Aviation". It is by his professionalism, within the limits of his equipment and procedures, that not only is he controlling his air traffic for the air-safety of the flying public, but also by its safe expedition, sometimes under difficulty, he is saving Governments, Airlines and insurance companies incalculable millions of dollars.

The aims of Controllers are international, as are their health and environment and similarly they require the worldwide concern of the aviation medical profession. In the mutual search for air-safety there is an urgent need for aviation medicine to extend the in-depth research into aircrew to include the Controller, while the Controller must make every effort to assist the research specialist. Any jeopardising of air-safety is unacceptable in modern aviation as an error of judgement by a medically unfit Pilot or Controller could be the cause of a tragic air-crash.

Conclusion The Aviation Medical Society of Australia and New Zealand would be able to further ". . . cultivate and promote aviation medicine ... " and so improve air-safety by the study and concern for the Controller, his health and his environment in Australia and New Zealand.

The basic acceptance of the right of the unsuspecting flying public is contained in the fact that: "WITHOUT THE AIR TRAFFIC CONTROL OFFICER THERE IS NO AIR TRAFFIC CONTROL: WITHOUT AIR TRAFFIC CONTROL THERE IS NO AIR TRAFFIC!"

International Law XVlll Law of the Air (5) "Spying" from Space In 1957 tracking stations in several countries suddenly picked up a new sound, the "Bleep bleep" of Sputnik 1. The USSR had successfully launched an unmanned artificial earth satellite and immediate!y the whole question of the law of the air had to be reopened. In previous articles we have seen how gradually the States had been accepting the principle of sovereignty over t~e~r airspace "usque ad coelum" in other words there was no hm1t to their sovereignty. Now with the advent of the Sputniks, followed in 1961 by the first manned space flight of Yuri Gagarin, the States had to consider that a super-power could cross their "sovereign" airspace without permission and they could do nothing technically to stop it. In order to prevent "overflights" by spacecraft, the State would have to have all the paraphenalia of a space programme in order to shoot down such satellites. But the space race was not to be limited to earth satellites for in 1965 the USA had carried out a space rendezvous and had photographed Mars with Mariner IV. In 1966 the USSR had put Luna IX, an unmanned craft, on the Moon. The Americans circled the Moon with a manned flight in 1968 with Apollo VIII and made the first Moon landing in 1969. By 1971 they had put an artificial satellite around Mars. Since then probes have gone to outer space passing near Venus, Mars and other planets. As early as 1962 television was already available Transatlantic by Telstar.

These and others were fantastic technical achievements but whereas such advances could be seen to be for peaceful purposes, the problem of spying from space and even the question of placing weapons including nuclear weapons in space was soon to become an urgent question of law for the States.

When Sputnik 1 was launched, jurists were already beginning to believe that law should be made by technicians rather than by politicians as far as the law of the air was concerned. Looking back we should remember that the signatories of the Paris Convention 1919 more or less considered that it was customary international law that every State had complete and exclusive sovereignty over the air space above its territory. This idea was underlined by the Chicago Convention. The decision of the World Court in the Reparation for Injuries Case in 1949 showed that this theory had become objective law. Nevertheless the definition of "freedom of the air" in the Chicago and subsequent Conventions requires treaties to restrict unlimited teritorial jurisdiction.

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by E. McCluskey

In the Corfu Channel (Merits) Case 1949 it was observed that in relation to military aircraft the territorial sovereign should "act as he saw fit" while there was a "tendency" to permit free passage of civil aircraft. Less objections appear to exist to innocent passage of foreign warships than to foreign military aircraft. This "tendency" noted in the case was in fact a trend towards limitation of territorial jurisdiction over air space, but only on the basis of treaties. There was no sign of this trend becoming customary law. Air Law will have to develop optional principles and standards of reciprocity. But this must be co-ordinated by international institutions such as ICAO and organisations set up for specific regions with complementary functions to those of ICAO rather than be developed blindly by politicians and jurists.

The Use of Outer Space Technical knowledge on space however is still limited to a very few States. So it was not surprising that political considerations should take over in the legal field just as they have done in many cases we have already studied. A "Declaration of Legal Principles Governing the Activities of States in the Exploration and Use of Outer Space" was adopted unanimously by the General Assembly of the United Nations Organisation in December 1963. The Legal sub-Committee had previously failed to reach agreement. This meant that at this stage we had either the beginning of Space Law or just a political or pseudo-moral introduction to the problem.

Legally binding principles in the question of Space presuppose a relaxation of International tension. In 1963 there had been the Moscow Nuclear Test Ban Agreement which although riddled with escape clauses for the atomic powers did create a favourable climate for some political agreement. The Americans had said that a limited Test Ban Agreement was better than no treaty at all and that the same attitude should be taken to space.

The Soviet delegate believed that the conclusions of the treaty banning nuclear tests in three media created very favourable conditions for the work in space. Scientific, technical and political groups were highly satisfied but it is the jurists' job to expose ambiguities.

The Declarations The Governments of the United States and the Soviet Union addressed a joint letter to the Secretary General of the UNO.

23

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in: - Elimination of weak components through component · ageing, 5 cycles from -20° C to +80° C before assembly - Elimination of first time failure after final assembly through min 50 hours burn-in test at 50° c under full load operational . conditions.

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They stated that "their intention was not to station in outer space any objects carrying nuclear weapons or other kinds of weapons of mass destruction". This declaration was taken up by the UN Declaration. It is, as we previously saw with reference to the lhlen Declaration, an established principle that a declaration made by a chief of a diplomatic mission is fully binding on his government. However the statements made by the Americans and Russians are legally unsatisfactory since an expression of intention is not good law and the UNO declaration which required States to refrain from certain activities in space does not establish positive rules. Furthermore there are no mandatory powers given to the General Assembly. States have frequently disregarded resolutions of the General Assembly even when their delegations had supported the resolutions. It is true that the Soviet Union gave strong political support to the UNO Declaration but whereas the American delegate thought that the Declaration "reflects international law as it is accepted by the members of the United Nations", the Soviet representative emphasised that a "declaration of principles governing outer space activities of States must be an international document similar to a treaty which would contain firm legal obligations on the part of States". Time after time delegations had been insisting that the arms race should not be extended to space. It was therefore surprising that no mention of peaceful use was made in the UNO Declaration. The members of the United Nations seemed to be unable to divorce space from the question of disarmament. This was probably realistic as the great powers went on testing intercontinental ballistic missiles for military purposes. It would have been more sensible for humanity if such testing had been expressly condemned in space.

On the one hand the Declaration stated that activities "shall be carried on in accordance with international law including the Charter of the United Nations" but goes on to withdraw outer space and celestial bodies from the established rules of international law applicable to effective occupation. This idea of extending only some rules into the undefined reaches of outer space can do nothing but create problems. The USA maintained that there is no workable dividing line between military and nonmilitary activity. Any nation may use space satellites for such purposes as observation and information gathering. Observation from space is consistent with international law just as is observation from the high seas. As we saw without treaties to the contrary, international law gives exclusive jurisdiction over the national airspace but no one had defined a boundary between the national airspace and outer space. If the law were to be changed to make such a limit this would apparently cut across the principle of self-defence and a fortiori the right of collective selfdefence laid down by the same General Assembly. The Cuban crisis of 1962 underlined that this type of problem exists, and France underlined problems which may require rewriting all of Admiralty law if the space powers develop a system differing in many aspects from known international_ law. Austria reminde.d delegates of questions of propaga~da in the Charter and this question was applied by the Declaration to outer space.

Despite the Declaration, the Committee on Space R~search of the council of Scientific Unions (COSPAR) was not designated as a consultative body in the case of activities with possible harmful effects. The USSR does very little consultation and in the west there is consultation only if IN THE JUDGEMENT OF THE STATE CONCERNED, there could be harmful interference with the activity of other States.

The Declaration did create a framework intended to create direct and vicarious liability in the case of space activities. It is encouraging that the UNO agreed unanimously rules on registry, damage to foreign States, assistance to astronauts, and these rules were to be included in a treaty. Nevertheless the Japanese delegation summed up the problem when he said that "a nonlaunching state is now not as sovereign as a launching State and the latter is permitted to be neglectful of the rights and interests of non-launching States".

26

The Risk of Damage Caused by Space Objects Public opinion throughout the World showed that sovereignty was not the only space problem since the question of environment had still to be settled also. Beyond the neutral tasks of scientific observation and data collection, space technology is advancing towards a level from which it can actively interfere with the natural condition of our planet. This may be unintentional or deliberate and may be of one of two types - caused by terrestial sources used in space, or caused by extra-terrestial sources introduced to the earth's environment by space activities.

Thus there must be a programme of monitoring of all impa~ts regardless of their individual significance. With the increasing number of space launchings, returning space instrumen~s, boosters and debris have become a problem in the Earth's airspace and on the surface. From 1958 to 1973 Western sources had recorded twelve incidents of objects including satellite fragme;ts crashing on the surface despite scientific theories that \ e~ should have burned up on re-entry. The current practice of Uni e Nations registration of launches at least keeps a record of w~~t 1 goes up. This year a satellite crashed in Canada carrying ~a ~ active material. At the time the Soviet news agency Tass claime f 0 that they had knowledge of over one hundred such incidents d re-entry since the start of space research. Yet the USSR ha . . II Y opposed the inclusion of risks connected w1"th nuclear . ongma 1 fuels in the agreement on liability. The Convention on lnternationaf 0 Liability for Damage Caused by Space Objects should take car~ legal responsibilities for surface and collision damage inctu~ing explosion of unexpended fuel. So far there is no known co-o rdination procedure in case of such a re-entry for closing the area. to aircraft once the possible point of landing is calculated. Studies . n of made by NASA and COSPAR suggested that on the quest 10 ¡ I fuels space probes do not have any significant detriments im pact on the human environment. What was not studied was use of nuclear use ¡ powered rockets or nuclear reactors in satellites, extensiv~ of high flying supersonic transport aircraft including aircraft ¡ pace ' re-entering from space for normal integration into the airs and the extensive use of disintegrating meteorological rockets.

Von Braun stated as far back as 1964 that the problem of manmade radiation connected with space probes will prove tar. mo~e challenging in the long run than those of natural radiation m space.

Both the USA and the USSR until recently conducted intric~te quarantine and decontamination measures to safeguard returnm.g. space instruments against the risk of contaminating the Earth s environment by extra-terrestial micro-organisms. The 1967 Treaty on Principles Governing the Activities and other use of Outer Space Including the Moon and Other Celestial Bodies lays down that exploration shall be carried out so "as to avoid their harmful contamination and also adverse changes in the environment of the Earth resulting from the introduction of extra-terrestial matter and where necessary States shall adopt appropriate measures for this purpose". This is a step in the right direction but States are bound in this field as in others to have their own ideas on what constitutes "appropriate measures".

The "Study on Man's Impact on Climate" (SMIC) in 1971 in Stockholm endorsed the conclusions of the "Study of Critical Environmental Problems" which found that combustion products of supersonic air transport in the stratosphere and a fortiori space shuttles could produce significant environmental disturbance including increases in stratospheric cloud, alteration of the stratospheric heat balance and depletion of the ozone cover which shields the Earth from harmful ultraviolet rays.

There have been cases of deliberate interference with the environment. Project West Ford dumped copper dipoles around the Earth supposedly for communications purposes. This experiment potentially interfered with radio astronomy. NASA alone was until recently launching about 80 rockets annually which released various chemicals. These launches were made from the

USA, Canada, Sweden, Brazil and India but only the hardware needed to be registered with the UNO. High altitude explosions carried out by the space powers up until 1963 and subsequent tests by France and the People's Republic of China were partly designed as unilateral experiments in global dispersion of radio active matter. In spite of its incompleteness the Nuclear Test Ban Treaty may have brought some sense into the law being the first treaty to recognise the ecological viewpoint internationally.

Obviously int9rnational control is more necessary in these fields since unlike pollution of rivers, the culprits are not so easily punishable.

Quo Vadis and how are Controllers Affected?

Although nobody is as yet proposing mining on the moon, there is already some opinion in favour of using chemical qualities in Lunar dust for fertiliser. So there is already need for controls on upsetting the Earth's environment by the introduction of material from space. Solar energy has been much discussed by scientists, and serious proposals were put forward to use satellites to illuminate the dark side of the Earth at night, to melt Polar Icecaps and to be able to burn an enemy country. These at least were ruled out by the 1967 Space Treaty.

The Test Ban Treaty showed that the States which were just about to find their bomb were possibly more reluctant than the super-powers to accede to control. Yet those who might have become marginal cases were stopped in their tracks. The number of marginal States in the Space Race seems on the other hand likely to grow. The publicity and the public euphoria surrounding the Russian and American Space achievements far from making States think of their precious sovereign airspace in fact made them all "associates", all waiting for their share of any benefits which would accrue. Yet law so far is limited to the provisions of the Test Ban Treaty and the Space Treaty which mainly concerns military weapons. The WHO, WMO and IAEA have shown little interest in environmental matters concerning space when at least these UN Agencies would be expected to have some responsibility in the matter. The projected Convention on Space objects should establish liability for the launching States. But whereas the liability towards other States may be covered, the High Seas and areas such as Antarctica are not. Organisations such as the World Pedce through Law Conference and Study Group for Man's Impact on Climate keep drawing the attention of States to the need for action now. There must be compulsory monitoring and data exchange. The Moon's environment is protected by the Space Treaty but the Earth's is not.

States seemed to have overlooked their loss of sovereignty with the advent of the Space programme and to have overlooked their international responsibility to the environment at the very time when many are being caught up in environmental problems in their own countries and therefore have the subject before their eyes. We have seen in previous articles how States have tended to cling to their sovereignty to the detriment of development in many fields inr.luding aviation yet they do not show the same tenacity when the field is to most of them unknown.

How then does Space Law affect the Controller? We have just seen that very little law exists in this field but perhaps by citing a few possible uses of Space which may affect us in the not too distant future we may see where we as a Federation might direct our efforts.

The first point of interest to us is surely the communications satellite. The plans already well advanced suggest that VHF or UHF cover could be World wide in a few years time. This combined by data link through satellites could revolutionise ATC in many parts of the World. Airborne navigation equipment ¡and data link could end many of the problems of ground installations in inaccessible areas and could permit proper ATC services practically World wide.

We must be on guard against experiments which can upset

communications by such means and experiments which can upset not only astronomy but also astro navigation.

The communications satellite could have another use. Already today with telephone links and digitalised radar it would be possible for example to show a Controller in Europe a radar picture from North America and vice versa. The only drawback to exploitation of such a picture for control is lack of radio contact with the aircraft concerned. Thus in areas where no ATC is provided such as the Solomon Islands, a suitable radar or even a suitable procedural system could be used pending installation of an ATC system by say an ATCC in Northern Australia or Japan using satellite voice communications.

Our other interest in Space is of course the eventual arrival of the Spac'3 shuttle in considerable numbers. We will have the problem of integrating the re-entered shuttle with other traffic.

This is in fact just another step in what has already happened with turbo-prop, jet and SST traffic but in view of what has been claimed by highly qualified scientists and mentioned in this article will we be faced with yet another of the problems such as noise abatement, supersonic booms etc. with the possible introduction of "Ecological routes"? For these reasons we should follow with interest the developments in Space Law. In the next Article we shall return to more mundane matters and take a first look at the Legal aspects of the Rules of the Air and Air Traffic Control.

For further study: - International Law - International Courts and Tribunals, Georg Schwarzenberger, Stevens, Page 226-228: Problems of a Space Law in the United Nations, F. B. Schick, International and Comparative Law Quarterly Vol. 13 Part 3: Political Bedlam of Space Law, International Institute of Space Law Paris 1963 Pages 1-30: Peaceful Co-operation in Space, Y. Korovin, International Affairs Moscow Pages 61-63: International Law, Oppenheim, Longmanns, Vol 1, Chap XIV Sections 220-225: Cuba and the Rule of Law, Schick, 9 International Affairs Moscow Pages 57-63: Space Programmes and International Environment Protection. Peter H. Sand, International and Comparative Law Quarterly Vol. 21 Part 1: Space Law, Jenks Pages 280-282: Draft Environmental Impact Statement, NASA. Apollo Programme 1971: Controlling the Weather - A Study of Law and Regulatory Processes, Rita Taubenfeld Page 47: Space Law and Government, Haley Page 271: Perspectivy pravogogo regulirovaniya kosmicheskoy meteorologyi (available with English translation) Vasilevskaya, 36 Sovetskoe Gosudarstvo i Pravo No. 2.64: Responsabilita internationale e attivita cosmiche, Durante Page 61: A Liability Convention - Next Step in the Legal Regime for Outer Space Activities, McWhinney and Bradley, New Frontiers in Space Law Pages 89-97: The Yuba City Flood - A Case Study of Weather Modification Litigation, 49 Bulletin of the American Meteorological Society 690. â&#x20AC;˘

No Haven for Terrorists West German Chancellor Helmut Schmidt asked representatives of 70 countries, attending Inter-Parliamentary Conference in Bonn to "clearly and publicly" underwrite anti-skyjacking agreement reached in summit meeting of seven countries last July. He urged delegates to make it clear to potential terrorists that "there is no haven for them, no place where they can live without fear of prosecution and gather their strength while they plan new attacks." Meanwhile, Heathrow officials took steps to increase security measures for El Al Israel Airlines similar to those used at other world airports. Among them: tickets will be checked before passengers enter check-in area; El Al aircraft will be at a safe distance from other aircraft; and screen barriers will cordon off the carrier's ticket counters. Bullet-proof screens have been erected around all airline desks at Heathrow at cost of about $200,000.

Japan in New Skyjack Stand Japanese Government indicated it will take firmer stand against skyjackers and other terrorists while means of rescuing hostages are being considered. Action was prompted by critical feedback as result of payment last year of $6 million and release of six prisoners to Japanese Red Army group which had skyjacked Japan Air Lines aircraft.

27

50 Years of Commercial Aviation in Iceland Flugfelag Islands Iceland - Mystery of the North Atlantic To most North and Central Europeans Iceland is well-known, be it from the continental weather reports and forecasts referring frequently to Iceland as the origin of a "Low" moving towards the continent, usually meaning weather deterioriation and rain (it is therefore that some people refer to Iceland as the IMC factory of Europe), or be it because they have heard about Iceland as an island of contrasts and mysteries that gave food to numerous Sagas and tales, exciting stories and fine literature.

Iceland, because of its volcanoes, hot springs and glaciers, often called the land of ice and fire, is an island in the North Atlantic, just south of the Arctic Circle. It is about 40,000 square miles in area and after Britain the largest island of Europe. It has a population of around 230,000, about 50 % of them living in the capital of Reykjavik. A large part of the country consists of mountains, vast deserts and rough lava fields. To cultivate this country was not an easy task and isn't quite accomplished as yet. The first settlers, arriving from Norway in the 9th century A.O., didn't find very favourable conditions to make a living. That's probably why the Vikings, who first took their famous long boats ashore even before that time, didn't stay very long. Many of the first inhabitants left again, others came. Among them Irish monks, Scottish and Norwegian settlers. Simple and sturdy people mainly, who were used to hard work and privation. Those who stayed and survived were healthier than people in most other countries, and had developed a sense of improvisation and an initiative to accomplish things unrealistic to many other people. Some devotions the Icelanders have preserved till the present days. You should see how natural sources are used. With the water from the countless hot springs, greenhouses are heated in which the most delicious vegetables, fruits and even exotic flowers are raised. The houses of whole towns, and today even Reykjavik is almost totally heated by natural hot water. Water power resources in the country are enormous. They help to produce electricity, giving light and heat for houses, and energy for a growing industry.

Besides the fishing industry (90 % of Iceland's total export), agriculture is of great economic importance to the country.

Although agricultural products are consumed mainly on the home both . at k t meat , cheese and wool are exported. . Trade, mare, . home and with foreign countries, is very e~tens1ve m proportion to the size of the population. Yet, this hasn t been always .so.

Originally, farms were spread thin across the country, isolated arated from each other by great distances. Contrary to d · f 'II an se P developments in other countries, there was no formation o v1 ages · th ly times. It was only towards the end of the 18th cenm e ear · k' tury when town charters were granted by the Danish mg to Reykjavik and 5 other small towns. With the charter, free trade rights were obtained.

Th e ·ISO lation of the remote island, however, and thed'lack of · roads and railways within the country were a severe han 1cap m the development of trade and industry in Iceland.

The Need for Air Transport Old Icelanders still may remember the times when they had to walk or ride on horseback for many hours or even days to get from one place to another. to see relatives or to buy things urgently needed. The clever and frugal small Iceland pony often was the only reliable guide, safely finding the way home throug~ rain and snow. whipping horizontally into the eyes. Doctors, mail services and supplies were hard to get at times. Even after the automobile was introduced, surface transportation often ceased 28

by Horst Guddat

· when the few roads were blocked by winter snow or high waters running down the rivers or ravines.

The word of a new invention spreading all over the United States and Europe also reached Iceland. People were getting curious about those flying machines, and a handful of enthusiastic and farsighted men soon discovered airplanes as the solution to the transportation problems in Iceland.

In 1919 the first air transport company was formed in Iceland.

It would h~ve been the world's oldest airline if it had continued operation. Unfortunately, it did not. After some sporadic operations it was dissolved. Time was not yet ripe for organized commercial aviation in Iceland. The effort, however, was by no means wasted, for it had aroused people's interest in this new travel facility, and opened many eyes to the particular need for air transportation in Iceland.

In May 1928, a second attempt was made to found an airline.

Careful and enthusiastic preparations had been carried out bY the founder and first Director of Flugfelag Islands, Dr. Alexan?er Johannesson. A contract signed with the postal administration guaranteed the transport of 50 kg mail five days a week. In addition to the mail service, passenger and cargo services were offered.

Prior negotiations with another European airline that had already a leading position in airline business in those days, and the reputation of great knowledge and expertise, resulted in the leasing of the first airplanes and crews to start operations. Luft Hansa, German Airlines, provided two Junkers F-13 plus crew. . us Flugfelag Islands started operating from Reykjavik to v~n~ places in Iceland, and this may well be considered the beginning of professional air transport in Iceland.

In 1930, three more Junkers F-13 were delivered. The two Luft Hansa owned aircraft and crews returned to Germany. In the sa~e year, however, two F-13 were lost in accidents. The first Icelandic pilot managed to keep up the air services with the last F-13 for another year. After almost 4 years of operation, the company then had to give up. In 1931 operations ceased, the last aircraft was shipped back to the Junkers company, Germany.

Successful Third Attempt It took almost 6 years till another group of aviation enthusiasts, led by the present Director of Civil Aviation, Agnar Kofoed-Hansen, who was a young pilot at that time, were willing to accept the risk of a third attempt to start commercial airline business in Iceland. In June 1937, a company consisting of 15 stockholders and a three-member board was founded in Iceland's north-coast capit1:JI Akureyri. The airline's original name was Flugfelag Akureyrar, which later on was changed to Flugtelag Islands lcelandair. The company's first airplane, the four-seat WACO Y~S sea-plane arrived by ship in April 1938. Assembled in Reykjavik, it was flown to Akureyri by the company's sole pilot tlrn 0. Johnson on 2nd May, and its first passenger flight back to Reykjavik was on 4th May 1938.

For safety reasons, the route of flight followed the coast-line, extending the total flying time to three hours. Anyway, much better than a day's trip by car, roads permitting.

Passenger and mail services were continued from that time on between various places, and by the end of the year a total of 770 passengers were logged.

During the first years of existence the young airline had to face many difficulties. There were no airstrips in the country at that time, air traffic control was unknown, aeronautical radio navigation aids did not exist, and weather briefing and forecasting was rather limited.

In spring 1939, Agnar Kofoed-Hansen was succeeded by Orn

0. Johnson, who as the new general manager of the airline soon reorganised the company, increased capital stock and moved headquarters from A kureyri to Reykjavik. At the same time, the new name Flugfelag Islands was introduced. A second WACO sea-plane arrived in 1940, but restrictions imposed on the airline for domestic flying after the British occupation of the island in spring 1940 didn't allow full use of the aircraft. For a while even a total ban was in effect. lcelandair's leaders, however, did not give up and pursued the military authorities until permission was granted again to continue flying the domestic network.

In summer 1941, scheduled passenger services were reinstated between the two most important commercial centres, Akureyri and Reykjavik. Over 1,000 passengers were carried this year. Till the present days this is the most sig nificant domestic route, with one third of the total passenger traffic volume. Another route to the east coast was opened in summer 1942, using the eight-seat Beechcraft D-18, which was the third aircraft of the fleet, and the first landplane to use the meanwhile prepared landing strips.

However, for a long time sea-planes and amphibians would

The WACO TF-ORN floatplane was the f irst aircraft acquired by the second Flugf61ag lslands-lcelandair. This four-seater started passenger services on 4th May 1938. In the first year of operation a total of no passengers were carried on domestic routes, a remarkable result.

After being offloaded the German Junkers F-13 was assembled in Reykj avik harbour in May 1928. This aircraft served the first Flugf61ag Islands for sporadic flight s. The German Alrllne Luft Hansa l eased F-13 plus crew to Flugf61ag Islands for a period of almost two years.

continue to play a significant role for the airline. In fact, they were the only link between settlements and remote farms mainly located at the various bays and seas ide places.

So-called "Bus stops" were being establi shed across th e island, and in 1943 already more th an 2,000 passengers used the air service.

In 1944, two twin-engined De Havilland Rapides were purchased in Britain, and in Septem ber of the same year the company acquired its first Catalina PBY-5 amphibian. Bought in the USA, it was flown non-stop ferry across the North Atlantic to Iceland by lcelandair's managing director and second pilot Orn O. Johnson. It was a histo ric flight, bei ng the first ocean-crossi ng flight carried o ut by an Icelandic aircraft and c rew, a mark for true airmanship. The ex-war airplane was completely overhauled and renovated to accommodate 22 passengers. It almost doubled the total seat capacity offered by the airline. Whereas in 1944 some 4,330 passengers were carried, the fig ures for 1945 jumped to over 7,000.

Another add itio n to the fleet during this year was the sing le engined Nordin Norseman float-plane which was used for passenger as well as for charter and ambu lance fl ights. It also served the fishing fleet to sea rch for the famous herring.

lcelandair Ready for International Flights Having made the first big step across the Ocean, the company management considered the airline fit for international

In summer 1942 the first land plane was introduced. T he twi n-engined Beechcraft D-18 had 8 seats and was the third aircraft of the fleet . T he two 450 HP engines gave the airc raft the phantastic speed of 330 km/h, cutting flying times between p laces considerably.

September 1944 - the first Catalina PBY-5 amphibian arrived in Iceland.

It started international services in the 22 seat configuration on 11th July 1945 The two Pratt & Wh itney engines had a take off power rating of 1 200 HP each. They gave lhe aircraft a speed of 220 km/ h at 3000 m

29

The Consolidated Vultee B-24 " Liberator" bomber was converted for passenger transport (12 seats) and chartered from Scottish Airlines from May 1946 unti l July 1948. This historic photo shows a B-24 wh ich later on was modif ied to carry 24 passengers. You will note that this aircraft had almost no w indows. L adies had to concentrate on their needle work while on the 6 hours trip to Scotland.

flights. The Catalina was good for up to 9 hours flying time. Plans for flights to Europe could be reali sed. Nearest country being Sc otland, preparations focussed on opening a route to Largs Bay. On 11 July 1945, the first international flight with 4 passengers and mail was carried out to the new destination. Capt. Johannes R. Snorrason was in command of the flight which took a little over 6 hours. C apt. Snorrason is now the company's most senior pil ot , w ith 35 years of service and a total of 24,000 flying hours.

He is fo llowed by Capt. A. Axe lsson with 32 years of service and over 20,000 f lying hours. Both pilots still serve the company as Boeing 727 captai ns.

In t he summer months of 1945, a total of 56 passengers were us ing the inte rnation al service , which was extended to Copenhagen in the same year. This was a small beginning , indeed, but in 1946 when two converted Liberator bombers, accomm od ating 24 passengers each , were leased from Scottish Airlines and flown

by Scottish crews o n the route Reykjavik - Prestwick - Copenhag en, inte rn ational passengers figures climbed to almost 2,500.

This route becam e very popu la r, reason e nough to extend the contract with Scottish Ai rlines until J uly 1948. Then the company's fi rst long rang e ai r c raft, the 65 seat Doug las DC-4 Skymaster GULLFAXI, took over.

On the domestic scene the twin-engined Avro Anson Mk-5 appeared in 1946, and a few months later in 1946 the famous DC-3 entered service. The Dakota became the backbone of the domestic fleet in Iceland and stayed in service longer than any other aircraft used by the company. It was used for Greenland flights over a period of about ten years, and for special flights to isolated meteorological stations as a ski-plane. Scheduled flights between Iceland, the Faroe Islands, Scandinavia and Scotland belonged to the DC-3 work program for many years. The Icelandair DC-3 was the first to open air services to the Faroe Islands.

In 1949, ttie first full year of the DC-4 operation, over 5,000 passengers were carried on international routes (total number of passengers 32,000). Oslo and London were included in the network. To be mentioned is another important event in the history of the airline. In 1950, Flugfelag Islands lcelandair became a member of the International Air Transport Association (IATA).

With the purchase of a second DC-4 in 1954 the airline continued to progress. During the same year Glasgow replaced Prestwick as an intermediate stop in Scotland on the route to Copenhagen. Passenger numbers in that year were just over 50,000. In 1955 (until 1962) regular se rvices to Hamburg, and flights to Stockholm were inaugurated.

The 65-seat DC-4 GULLFAXI , l celandai r's fir st long range aircraft. served from 1947 till 1961.

Further additions to the company's intern ational fleet includ ed two new four-engined Vickers Viscount 759, each accommodating 53 passengers. They we re bought in Spring 1957. In that year over 76,000 passen gers were carried, almost 17,000 of them on internatio nal routes.

The first Douglas DC-6B Cloudmaster a rrived in 1961, a second in the following year. Greater speed and more seats ava il able by the new equipment made th e passe nger numbers ri se beyond the 100,000 mark in 1964. On international routes, 37,000 people were travelling on lcelandair sh ips.

Modernisation of the Fleet

The DC-3 entered servic e in 1946 and se rved on domestic rou tes more years than any other type of aircraft. The last D C-3, shown here on one of the ten landi ng si tes o f Iceland , w as phased out i n 1973.

30

Sin ce 1958, lead ing international airl ines were introduc ing the jet airplanes into thei r scheduled services. Competition was getting very tough in airline bus iness. Taking into consideration lo ng delivery tim es, airlines had to look suffici ently in advance into acqui ring the jets.

Before entering the jet age, howeve r, the company in 1965 boug ht the modern and eco nomi c twin-e ngined Fokker F-27 "Friend ship". This type of aircraft is still be in g used on the domesti c routes, and also for Green land flights and scheduled se rvices between Iceland and the Faroe Islands. On the latter route, it replaced the veteran DC-3. The Friendship is a we l comed li nk to Ice land's more remote places, assurin g fast flights to

and from the ca pital, coupled with excellent freight services. It is also used on those international routes where airports have difficult approach profiles or runways not s uitable for jets.

The intercont inental jets of the late fifties (Comet and Boei ng 707) were by far too big for l celandair, and too expensive. They were looking for a jet of medium range and capacity. The decision was made in favour of the Boeing 727. Flight training was performed in the United States, and after a few crews had obtained their ratings, the first 727-100 jet GULLFAXI arrived on 24 June 1967, entering service one week later. A second jet of the same type was bought in the USA and delivered in early 1971.

Loftleidir Icelandic Airline

the Second Icelandic

pm--

The 4-seat Stinson Reliant floatpl ane was the first ai rcraft of Loftle idir Icelandic Airlines, staying in service from March 1944 until March 1950.

On the apron at Hamburg ai rport the 4-engined turboprop Vickers Viscount 759 which joined the fleet in 1957. She could carry 53 passengers and w as the first pressurized ai rcraft of the airline.

Meanwhile, more international destinations had been added to the netwo rk. Summer flights to Fran kfurt commenced in 1971, and flights were operated to Gothenburg/ Sweden during the summers of 1972 and 1973. The 727 also began to serve charter flying between Iceland and the holiday resorts of South Europe and the Canary Is lands.

The story of Loftleidi r h. f.. Icelandic airline, begins on 10 March 1944. when founded by three yo ung Icelandic pilots in Reykjavik. Alfred Eliassen, E. Krist inn Olsen and Sigurdur Olason had returned to Iceland after comp leting thei r train ing in Canada with the idea of helping their countrymen to overcome isolation and sti ll existing t ransportation problems. They brought with them a four-seat sing le-eng ined Stinson Rel iant float- plane which started immediately a sporadic service. Like lcelandair, the company had a modest beg inning. Flight operations during the first years were largely confined to serving the most remote parts of Iceland, to assisting the fishing fleet by spott ing herring shoals, and to ambulance flig hts.

The growing demand for air travel in Iceland, and the enthusiastic and efficient way of running their business made it easy for the three young pioneers to extend both, the services and the aircraft fleet. Already in 1944 a Grumman Goose G-21 amphib ian entered the service on domestic routes. It also flew to Greenland and gave valuable service to many coastal towns that still had no airfield.

In 1945, a Stinson SR-SC and a Norseman UC-64 were acquired. An Avro Anson Mk 5 followed to perform scheduled flights between Reykj avik and the Vestmannaeyjar Islands and on other domestic routes.

The Doug las DC-3 and Catalina PBY-5A joined in 1946 and. as was the case with lcelandair, contributed considerably to the increase in passenger numbers (from 56 in 1945 to 2,477 in 1946).

Chief pilot Capt. J . Snorrason and crew after one of the first scheduled passenger flights that started with the Boeing 727 on 1st July 1967. Two such aircraft are still in use with the company.

In 1972 the total number of passengers had doubled again and was passing the 200,000 mark. 1973, the last year before the merger with the seco nd Icelandic airline saw 265,872 passengers (including 82,585 international) on board lcelandair aircraft. The company had seven offices in Iceland with a staff of 426 and 8 representations abroad with 41 employees.

A Grumman Goose G-21 amphib ian with 10 seats was temporarily used in the mid-forties to serve coastal towns that still had no airfie lds Also fo r Greenland flights the Goose was used

31

6. l.OFTLEtOIR"a AVRO ANSON MK¡V t A&wtl ,.... s.ot. tt50

Loftleidir's 12-seater Avro Ans.on Mk V served the company from April 1946 until September 1954.

It was in the same year that the company decided to buy a bigger aircraft for international services. A bold and courageous decision of a company with a staff of only 15, a small office in Reykjavik, and a few airplanes with altogether 47 seats.

On 12 June 1947, the first Loftleidir DC-4 took off from New York/ ldlewild for its maiden flight to Iceland. With stops in Winnipeg and Gander (Newfoundland) the four-engined HEKLA finally landed in Reykjavik on 15 June, offloading 27 passengers. The local press was full of admiration for the "giant bird", destined to link Iceland with the new and old world for a number of years.

Already two days later, on Iceland 's Independence Day, passenger fl ights to Copenhagen were inaugurated. American Airlines pilot Byron Moore, who worked for Loftleidir for one year as checkpilot and instructor, and Alfred Eliasson were again the crew of an inauguration flight that took about 7 hours and carried 37 passengers.

Three m onths after signing an agreement allowing Loftleidir to carry out scheduled services between the USA and Iceland , the seco nd DC-4 entered t he service. On its first flight to New York on 25 August 1948, Alfred Eliasson, the first pilot of the company, was in command.

One year later, passenger numbers had almost doubled again (from 4,402 to 7,496). The two 65 seat DC-4s guaranteed good results also for 1949, b oosting passenger numbers up to 11 ,022.

It was obvious that a keen competition had started between the two Icelandic carrie rs. A development which had to be watched carefully.

Decisions with Consequences When the Iceland ic Government finally intervened in the bitter fight for t he profitable domestic market and decided to divide the domestic ro utes between the two competitors, Loftl eidir Icelandic fe lt t hat its s hare wou ld not justify continuation in this field of operation. It t herefore s uspended domestic services and concentrated o n international operation.

The airline's last domestic flight took place on 3 J anuary 1952, and by that time Loftleidir had t ransported about 80,000 passengers on domestic routes . Since then lcelandair has been the sole major operator of fl ights with in Iceland.

Some d ifficul t months foll owed for Loftleid ir. Since only irregular flig hts had been c onducted sofar on international routes, it was of vital importance for the airline to establish regular services.

On 12 June 1952, t he first regular scheduled weekly flight to New Yor k left Reykjav ik, thus marking the promising future course of the company.

The se con d important decision was made in January 1953, when introducing lower fa res t han other operators on the North Atl antic routes. The use of ai rc raft older and slower than those o perated by oth er bigger airlines w as the argument for the Low

32

A total of 5 DC-6Bs with 84 seats each were in service wi th Loftleidir from 1959 until 1968. They were used on the North Atlantic route mainly.

Fare Policy and a possibility to reach new clients and create new markets. "We're s lower but we're lower" was the slogan of these years, which soon became famous and made Loftleidir a wellknown and appreciated carrier.

The trip across the Atlantic was no longer a privilege of the upper classes but became attainable to middle-class people and students who, up to that time, were not used to the lux ury of flying . Furthermore, statistics indicated that there were many passengers who could easily afford to pay higher fares, but nevertheless choose Loflleidir because of the good service.

The constant battle of survival was finally won. Flight frequencies increased to three per week in 1954 and five in the following summer. Passenger numbers doubled during this period. In 1954, around 11,000 out of a total of 18,528 passengers were carried on the North Atlantic route. On the other side of the Atlantic, the route network to Europe was gradually taking shape, too. Mainly with the aim to providing connecting flights to New Work for European passengers.

In early 1952, regular scheduled flights were inaugurated to Copenhagen, Stavanger and Oslo. The service to Stavanger was maintained over a period of 12 years. Maintenance of Loftleidir aircraft was conducted by the Norwegian carrier Braathens SAFE at Sola airport.

In 1953, Hambu rg became part of the airline's international route network and stayed in for th e following 10 years. In sp ring 1954 Gothenburg followed, in October 1956 Gl asgow, and in the following sp ring London. Flights to these cities had been irregular before.

The inaugural scheduled flight to Luxembourg, which should later on become the company's major d estination and second base in Europe, took place on May 22, 1955.

Altogether a successful period, as passenger numbe rs indicate. From 1954 to 1956, an increase of 100 % was achieved, the total for 1956 being 36,943. Time to think about modernizing the fleet.

For more than ten years the DC-4 had been a reliable workhorse. In fact she was still good for another couple of years. Yet the com pany had to give in to the demand for more speed and passenger comfort.

In 1959, the first Douglas DC-6B Cloudmaster was introduced on the Luxembourg-Iceland-New York route. This type gradually replaced the four DC-4s which served until 1961. A total of 5 DC-6Bs were acquired from PANAM , staying in service with Loftl eidir until May 1968. Thanks to the more modern DC-68 with its 84 seats around 70,000 passengers were carried in 1960. At times the area around Lu xembourg airport looked like a big camp, with hundreds of young people wa iting sometimes for seve ral days to get a seat back to the USA. Laker and Budget Fare Travel were still in the stars in those days and Loftleidir the only cheap carrier on the North Atlantic . Hence, people were queueing up.

Two of the fi ve Rolls Royce 400 turboprop jets, that serve the company s ince 1964, are shown here at Luxembourg Findel airport. The RR 400 was originally converted from t he Canadair CL-44 to accommodate 189 passengers.

Today they serve as freight airplanes.

The firebrigade carefully cleans a veteran DC-3 from volcanic ashes.

This airplane was used again during the volcanic eruption at Heimaey, Westman Islands, 1973, to evacuate people and thei r belongings from the danger area.

Scheduled services were extended to Amsterdam (1959-1968) and Helsinki (1960-1968). During 1962, the 100,000th passenger was welcomed, and at the end of that year over 110,000 passengers were logged.

With the introduction of the 189-passenger turbojet Rolls Royce 400 on the Luxembourg-Reykjavik-New York route in 1964, Loftleidir Icelandic for a short period of time was operating the biggest passenger aircraft on the North Atlantic route. Passenger numbers soon climbed above 200,000 (1966). A total of five RR 400 were purchased, four from Canadair Ltd., the fifth from Flying Tiger Lines (1968). The 4 Canadair aircraft had to undergo a stretch program to add 29 seats to the normal configuration of 160.

A l'me of rocks in the Sea indicated our way to Iceland, and suddenly the Westman Islands were clearly visible. The harbour of Heimaey was pointed out to me, where the last eruption of a volcano took place on the island in 1973. Almost one th ird o f the town was destroyed and burried under lava and ashes. But on the other hand nature gave a small present to the badly struck town: Lava masses built up a natural wall around the harbour entrance, which now provides shelter and makes it safer in the stormy winter season, when it was difficult and often impossible to pass the mouth.

The High-Capacity Jets As a logical consequence, jet services were introduced with the four-eng ined DC-8-63 in May 1970. The first 249-seated DC-8-63 was leased from Seaboard World Airlines, two more followed soon under a lease-purchase agreement between the two carriers. Since 1971 the airline's fleet is all jet.

With the high-capacity jets and their requirement for long take-off and landing distances, especially when flying long range with full load, the re latively short runways at Reykjavik were no longer adequate. Jet operations, therefore, were transferred to Keflavik airport at the west corner of Iceland, an airport that was constructed by the Allied Forces in the early forties and still serves the Military mainly as a NATO Base, with the American Forces as the major user.

The early seventies saw Loftle idir on a successful expansion course. The frequency of flights to New York was increased to 3 per day, to Chicago 5 per week. Regul ar connecti ng flights to Copenhagen, Glasgow, London, Luxembourg, Oslo and Stockholm completed the link between Europe and the USA. It was during the prosperous ear ly seventies that the author fortunately had a chance to make a cockp it flight from Luxembourg to Iceland. Approaching the island, about which so many interesting th ings we re read, I found myself staring at the horizon.

First the snow-covered Mount Hekla came into sight, rising hig h above a layer of mist that still was hiding the coast line from my eyes. Mount Hekla is a famous volcano, in former times considered to give irrefutable evidence of the existence of Hell. Its last eruption in 1947 lasted more than one year, I was respectfully informed by the c rew. On our descent we then passed the mystery island of Surtsey that, after a vo lcanic eruption, rose from t he depth of the ocean (from around 120 meters) in a matter of days, and now peacefully marks the most southern Icelandic island some white smoke still fuming from its crater, lazily floating away with the w ind.

A gentle turn to the left to join the south coast, saluting Mt. Hekla and some other snow-covered mountains in the distance off to our right. Pass ing not far sout h of Reykjavik, we ended up on downwind to Keflavik airport, lo cated on the southwest peninsu la. Dark green and black were the dominating colours, with a few pink, yellow and light green-.-spots scattered around, the paint work of some remote houses. This was my last impression before landing on Europe's most northern outpost island.

Pil ot in command was Capt. S. Karlsson , with 30 years of service and 24,000 flying hours one of the senior pilots of Loftleidir. The most senior pilot is Capt. D. Stefansson (34 years of service and 23,000 flying hours) , followed by Capt. 0 . Olsen, also with 34 years of service and around 20,000 flying hours. Both pioneers had flow n almost all airplanes the company had used over the years .

In the year of the merger with lcelandair, the company e mployed some 1,300 people systemwide, 590 of them in the 25 age ncies all over the western hem isphere, and Beirut in th e east.

In 1973, a total of 265,872 passengers were recorded , far mo re than the total popul ation of Iceland .

The Merger of the Two Icelandic Airlines The growing c ompetition between the two carri ers and economic consideration s regarding personn el, equ ipment and fadlities, both at home and abroad led the Boa rd s of both ai rli nes. in consultation with the Icelandic Government, to pro pose the merger of their compani es. At their g eneral meeting s in June 19 73 both airlines unanimously ag reed to the proposal, which was no doubt in the national inte rest and for the g ood of both co m panies and their personnel. July 20 was the foundation d ay of the new holding company of Flugfelag Is land s l ce land a ir an d Loftle idir Icelandi c, FLUGLEIDIR. On October 6 of the sa me year, coord ination of international flights took effect and jo in t operations and reservat ions fo r all flights began. Passe nge r servi ces at Kef lavik and abroad w e re co mbined as we re the offi ces and agen c ies in va rio us fore ig n c it ies. Currentl y, Flugl eidir operates 24 overseas offices w it h abo ut 33

500 employees. An additional 1,350 people are belonging to the Iceland based staff, among them 334 air crew members.

In 1974, the first full year of the common operation, over 400,000 passengers were carried. Three DC-8-63, occasionally another one leased from Seaboard World Airlines, plus one from Flying T iger Lines, two Boeing 727, and three Fokker Friendships were almost constantly on the go and achieved an average load factor of more than 75 O/o in 1976.

At the annual general meet ing held in May 1977, the Flugleidir Board of Directors, to which Alfred Eliasson (first pilot of Loftleidir) and Orn John son (second pilot of lcelandair) were re-elected, decisions were made regarding new projects and markets, with a view to ensuring continued progress.

First on the list of future projects were further exploration and expansion into the areas of charter and freight transpo rt. Further, the renewal of the aircraft fleet was considered, and an increase of the company's capital stock to lcel. Kr. 372.703.600.- approved.

The 2.099 stockholders of Flug leidir - practically all the airline employees belong to them - were granted a roughly 3 O/o dividend on the share value.

The importance of participating in a number of other aviation related projects and enterprises was emphasized and future tendencies and activities discussed.

one or more of their CL-44 propjets for transport of freight between South America and Europe.

Cargolux presently operates two CL-44 turbojet aircraft previously belonging to Loftleidir, and four DC-8-63 leased from the United States. Cargolux intends to introduce Jumbo freighters in the near future, the first Boeing 747 to be delivered during 1979.

Hotels and Rent-a-Car Services Alike many other airlines, Loftleidir at a very early stage had realised the relation between air transport and passenger convenience with regard to hotel accommodation. Circumstances didn't leave very much space and time for thinking, the necessity became obvious with the passenger boom of the late fifties/early sixties. Many passengers preferred a night stop at Reykjavik, and very often they were forced to do so because of bad weather before continuing their trip across the Atlantic. Besides, connections were not that convenient as they are today.

As there were no adequate facilities available in Reykjavik to meet increasing demands, Loftleidir constructed and opened the Loftleidir Hotel at Reykjavik airport. Under the airline's direction later on Hotel Esja in downtown Reykjavik was reco nstructed and given a new interior. This company-owned 9-storey hotel is now open to the public and upholding the high standard of Icelandic hospitality.

The airline endeavours to attract transit guests and tourists by offering reasonably priced stop-over programs including rental cars. To properly discover this land of contrasts, and to see its most beautiful places within relatively short lime, is only possible with four wheel drive vehicles like the Jeep or Landrover. They are available through the company's own Rent-a-Car Service.

Iceland - a Future Tourist Attraction?

Hotel Lofleidir in the Terminal Bu i lding of Reykjavik airport. The airport's Air Traffi c Control Tower is v i sib le on the left.

Other Activities International Air Bahama On 5 March 1969, a shareholding company owned by Loftleidir Icelan di c called Hekla Holding Ltd ., was founded in Nassau, Bahamas. Hekla Holding Ltd. is majority owne r of International Air Bahama and made Loftleidir the General Sales Agent for this new non-IATA carrier. Already since Ju ly 1968, this airline has been operating the route between Luxembourg , Freeport and Nassau. The airline sti ll run s regular services between these three places, and in addit ion, s easo nal charter flights from various European c ities. In use are D C-8-63 aircraft. owned by Flugleidir.

Cargolux Airlines International S.A. This all cargo airline was established in Luxembourg o n 4 March 1970. Found ers were Loftleidir Icelandic, the Swedish shipowners Saleni a AB, Stockholm , and Luxembourg 's flag carrier, Luxair . The scope of the co mpany's activity is cargo transport by air on a world wide basis. T he co mpany runs offices in vari ous co rners of the world . Frequent flights are operated to a number of European cities. America. the Middle and Far East, where Hongko ng is an important hub of the airline.

Under co nsideration is another new cargo carrier, Aero Uruguay which would operate as a subsidiary to Cargolux, leasing 34

An urgent need is seen for increasing the tourist traffic to Iceland, also for conference organisation during the off-season tourist months. Programs are underway to promote this market.

More and more people will come to discover the attractions of this untouched, pollution-free island.

Readers who attended the 1973 Annual IFATCA Conference in the Reykjavik Loftleid ir Hotel will certainly remember the most splendid environment, the delicious sea food and the perfect organisation of the conference.

Those who were fortunate to travel across the country will never forget what they've seen and experienced. And there really were some experiences . ..

You could hear people talking about their bus being stuck in the rniddle of a river, so that it had to be freed by a Caterpillar.

Or you possibly heard about the breakdown of the car of an Icelandic colleague who took some American and Russian delegates out for a sight-seeing trip. The car was provi sionally repaired by a Russian, with the help of a chewing gum from the American. Yet everybody was full of admiration o f the land.

Th e uninhabited mountainous interior of Ice land with its virgin nature of a scenic beauty fascinates the visitor. With its infinite variety in colour and form, its peaceful valleys, rugged lava fields, sandy deserts, clear lakes and rivers , many of them full of salmon and trout fish, its thundering water falls, glaciers, volcanoes (dead and alive) , and thousands of hot springs, the land has many faces.

At times you are irritated by the silence, desolation and the absence of any sign of life, then the air is full of song coming from a variety of beautifully coloured bird s, at other times you hear the crescendo of the wind blowing over the volcanic ground, where fragile vegetation struggles to co-exi st with lava. rocks , gravel and sand. It is an overwhelming atmosphere. no words can adequately describe what real ly is the mystery of Iceland. You have to find out yourself.

FLUGLEIDIR certainly will care to take you there ...

News from Member Associations Argentina The Argentine Association informs their membership about national and international events through an Information Bulletin.

In one of the recent bulletins mention was made of the current considerations of the new ATC career system in Argentina. Initial discussions with the aviation administration took place, the case had already been presented. Now the controllers are getting impatient about the progress of the necessary negotiations that should bring the desired improvements.

It is hoped that, after the promising recent talks IFATCA Officers had with the leaders of the union and the aviation administration, some positive developments will be noted.

ATEPSA further reports that in August last a special "Fund for Reciprocal Help" was established. Members can apply for support whenever special circumstances arise that create financial hardships to them (e. g. marriage, child birth, death, etc.).

Another social investment ATEPSA made to the benefit of its members is the acquisition of a house in Cordoba. The association now owns two houses which are available to its membership.

Belgium - IFATCA '79 A Message from the President of the Belgian Guild of Air Traffic Controllers Since 1964, when Belgium hosted the 3rd Annual Conference of IFATCA, the Federation has grown considerably in quality as in extent an~ ~as gained world-wide recognition as a professional body.. Th•s is also reflected in the Belgian Guild which has experienced a contin · ' uous increase of membership and activities.

We must confess our h t · . ear 1s very small and beating quite faster . when facing the present-day requirements of an IFATCA Conference a.n? the expectations of so many IFATCA members Or~amzing the IFATCA Conference is quite a challeng~ but we think 1979 is the · ht · ' ng time for us to do it since it means the .

2~th atnn;e~sary Of the Belgian Guild, and Brussels is the right 0 0 Pace it, because in 1979 it celebrates its millennium A glanc.e at the working-programs of the Standing Co~mittees drawn u6 in Copenhagen, justifies the expectation that the next 1 onference will be an important and heavy one. It is Annu; there ore . our concern that your few spare moments in Brussels be refreshing and strength-giving.

Apart from the social events of the Conference, we will leave you the opportunity to enjoy a good meal in one of the cosy restaurants and to spend an evening - or a night - at one of the .local cafes, once the proud Guild houses, abound with Belgian beer, brewed to perfection in monasteries that boast a tong proud tradition.

The Belgian Guild considers organizing the 18th Annual Conference of IFATCA as an honour and we are doing and will do our utmost to make it a successful and memorable conference.

We look forward to seeing you in BRUSSELS. Erik Sermijn.

President

France XXth Anniversary Meeting of APCA Report by J-D Monin, Immediate Past President As has become usual, the meeting was planned in two parts: the Annual General Meeting itself and a Panel, on the topic "111 assorted systems but one goal ...

Foreign delegations were invited to the panel.

Among the participants, the presence of Maurice Cerf, past President of IFATCA was noted.

On the eve of the 24th of May, a brief celebration took place on the occasion of the XXth anniversary of APCA and a number

of medals specially made for the purpose were awarded to a number of participants. I had the privilege to be one of the recipients, with Maurice Cerf, Daniel Oudin, the Swiss Association etc.

Later, I was greatly honoured when the President of APCA, Daniel Oudin asked me to join him. I was then awarded a scroll of "Honorary Member" of APCA and a wonderful piece of stone with three fossilized fishes. Another moment of emotion in my past President life.

PANEL Unfortunately most of the Associations invited could not attend for various reasons: Italy: Lack of funds and no permission granted by administration Tunisia: Lack of staff Algeria: No permission granted to leave the country Spain: No free travel facilities.

This situation left the meeting with the delegates of APCA and a Swiss delegation. Therefore the theme of the Panel was changed to a more informal discussion on the major problems between two countries and mainly between Paris, Marseille and Geneva centres, with a special emphasis on the civil-military co-ordination between Swiss ATC and French military control.

It may be necessary to explain here that one of the major problems comes from the fact that Geneva Centre controls a large French delegated airspace and that the French military organization tries to impose procedures to Switzerland that have f so far been rejected by the French Civil ATC. 0 No decision could be made on this subject for a number questions needed clarification on both sides. d It was agreed that views will continuously be exchange among the parties concerned.

Italy Updating of the Italian ATS Situation and ATC Association's Work

. f "The controller" As already explained in the May issue 0 .

ATC (2/78), under the title "ATS in ITALY", ANACNA - the Italian that Association has been working hard for 3-4 years, to ensure . · t d by everyone m our profession be well known and apprec1a e .

• • •11 t sted to the Air Italy Particularly as the A TC m Italy 1s st1 en ru Forc.e, ANACNA is doing its best, supported by IFATCA. towards the civilianisation of the Air Traffic Service.

So after the Annual General Meeting held in Rome on November 11'th. 1978, with a wide representation of colleagues from ~: the Italian ACC's and TWRs, and addressed by the IFATCA Pa President Mr. J. D. Monin and by Mr. Bj. Nilssen, Regional Councillor W.Europe, ANACNA organised on Sunday Nov. 12th. at t~e "Capitolium" in Rome, a high level Meeting about "Air T~aftl.~ Control in the World of National and International Civil Aviation The aim of that Meeting, held under the support of the Mayor of Rome, was the updating of the current situation of the Air Traffic Service in Italy and to express the wide effort of ANACNA to find a common solution to our problems; among the different opinions expressed by the politicians, all were aware of the urgency to reorganise the ATS in Italy, but were not concordant about the "How" and "When".

The Transport and Defence Committees of our Parliament, after the inquiry of last Spring, expressed to the Ministers of Transport and Defence the urgent need of a reorganisation of the Air Traffic Service, but we are still waiting for the answers from the Ministers concerned.

ANACNA, with an effort of realism, being aware of the longlasting process towards civilianisation involved by our previous requests, and bearing in mind that this is our final and only

35

goal, has proposed solutions for study and immediate implementation.

ANACNA President, Carlo Gualtie ri proposed on Sunday 12th.

Nov. a " motion " which was unanimously accepted by vote the previous day by the ANACNA delegates and can be explained in three main items, 1. the creation of a State Central Board with terms of reference for the general conduct of the Air Traffic Service, under the authority of the Defence Minister, and centralising all the competences regarding the ATS, with an independent budget and to be self-governing in respect of th e recruitment, training and employment of personnel, etc.

2. A new status for the Controllers and Assistant Controllers presently Officers and Non-commissioned Officers of the Air Force - the phasing out of military ranks and wearing of

After the AGM of ANACNA a special meeting was held In Rome on 12 Nove mber 1978 on the subject of " Air Traffic Control in the World of National and International Aviation. In attendance were politicians, represen tatives of the aviation authorities and international professional organisations like IFALPA and IFATCA. Past President J-D Monin addressed the audience stressing the Importance of a careful study of the situation in ATC Italy and the necessity for a proper solution.

uniform changi ng to a professional c ivil career and the employment of civilian applicants recruited from graduates of Aeronautical Technical Institutes.

There is no other solution than the civil system, for to grant professional status to Military Controllers together with improvements in car eer and salary prospects could bring a process of com parative claims and contrasts among all the Armed Forces.

3. An interministerial "Committee for the Airspace", for the necessary liaison between the Defence and Transport Ministries a nd all the airspace users. This committee to study the further developments towards the civil system leaving the military administration the sole task of the Air Defence of the country.

A ll the o pinions expressed later in the Meeting showed an acceptance of the ANACNA suggestions, the Hon. P. Vittorelli, Chairman of the Meeting and President of the Defence Committee, stressed the necessity of again urging the Government to find a solution to the prob lems of the Air Traffic Service, and he p roposed that, if the a nswer of the Government should be delayed then a new Parliamentary action should be started. Hon. Vittorelli recognised the importance of public ity in relation to the civil Air Traffi c Service , explaining that in his opinion there are o nly two ways to so lve o ur problems, a) to acknowledge the economic value of the Air Traffic Contro llers (now paid as military) or b) to change the status of the whole Air Traffic Service into a State Agency or Civi l Aviation Authority.

Hon . Libertini , Chairman of t he Tran sport Committee, after a dramatic desc ript ion of air transport in Italy, agreed with the ANACNA poli cy of the gradual steps towards a Civi l system.

36

The other politicians, representing the greatest Italian Parties expressed similar views and promised the solidarity and support of their parties.

The interest of the air operators was well shown by the presence of representatives of the C.A.A., of pilots' associations and air transport workers' unions. Capt. Sansalone, member of ANPAC (Italian Pilots' Association) spoke also on behalf of IFALPA recalling the cooperation between IFALPA and IFATCA within the ATS study group that he chai rs. The pilot's representatives and other authorities present agreed with our request for a civil system and stressed the importance of this to all airspace users.

The international nature of the ATC profession was stressed by the presence of Mr. J. D. Monin, IFATCA's Past President, who addressed the meeting and received a personal success by ending his speech in quite perfect Italian. Mr. E. Bradshaw, V. P. Administration, who had a difficult journey from the U.K. for this very occasion, read a detailed paper about the U.K. National Air Traffic Service, explaining the civil/military integrated system, thus helping us to find a solution whilst not impairing the exigencies of the Air Force. Further, a Yugoslav colleague Mr. R. Vuckovic-Miso explained at length the situation of the Air Traffic Service in his country which was welcomed by all.

Both the Authorities and the delegates deeply appreciated these foreign participants and their speeches, a wide contribution of IFATCA to ANACNA efforts, and to the need of a standard solution for an international profession.

The Meeting concluded t hat the development of the Air Traffic Service is vital for the future of Civil Aviation, whose enormous growth cannot be impaired by the slowness of bureaucracy and the conflicting exigencies of the Air Force. The professional pride of the Italian Air Traffic Controllers cannot remain the only of the ATC system, the juridical recognition of the profession is urgently awaited combining economic security and a career of which we can be justly proud.

Air Trafic Control creates safety, but safety relies upon the efficiency of equipments, the expertise and welfare of the personnel, and without these qualities safety in the air is at risk.

Andrea Lui se.

ANACNNIFATCA Liaison Officer.

Mexico During the Mexican dispute several ATC associations proved their solidarity with the Mexican colleagues in send ing messages and telegrams of support to the aviation authorities concerned.

Among the supporters were the Canadian Association and PATCO of the United States. PATCO President J. F. Leyden issued the fol lowing statement in October last. "The Government of Mexico has replaced legally striking Mexican air t raffic control lers wi th unqualified personnel lacking proficiency in modern air traffic control practices and techniques.

As a result there have been numerous near-collisions in midair, which have required last-second evasive action by pilots, according to document information compiled by the International Federation of Air Traffic Controllers Associations.

Because of the highly dangerous state of air traffic control in Mexico as a result of the use of strike-breakers, the United States organisation of controllers, PATCO, strongly urges all air travelers to avo id flights through Mexican ai rspace, or to seek alternate travel arrangements.

PATCO, which represents the 19,000 air traffic controllers employed by the U.S. Federal Aviat ion Administrati on, is not involved in the Mexican controller's strike, but has issued the warning statement as a service to travelers who may be unaware of the Mexican situation.

Switzerland To be valid as of October 1, 1978, the e mploye r of the Swiss air traffic controllers RADI O SWISS and representatives of their

employees have signed a new contract governing the pay and social benefits scheme for controllers in Switzerland.

It covers special agreements on working time, days off, annual leave, early retirement and pension, medical unfitness and conditions for resulting suspension from active services, etc.

Regarding salaries the Swiss colleagues are fortunate to get a total average increase of between 8 and 12 %, granted to them voluntarily! For an experienced Approach or Center controller with some years of service the new salary as of October last is between 58,000 and 65,000 solid Swiss Francs a year, including allowances.

Pension rates are 80 O/o of the last salary, plus 80 % of half the total allowances which are granted for night and shift work, etc.

For further details you may contact SC IV, they should have a copy of the Swiss contract by now.

Do we have better conditions anywhere else in the world? Let us know!

United Kingdom Report on a Symposium on Human Factors in the Aviation Control and Communication System held at Aston University, UK, January 1978 The stated purpose of the symposuim was to examine the Human Factors aspects of the flight deck/ATC communications link. By identifying problems and exchanging ideas it was hoped to point the way to the optimal solution of the Human Factors issues involved.

Approximately 30 delegates were present representing various CAA and NATS interests, industry, RAE, RSRE and AIB amongst others. The procedings were opened by Professor Edwards of the Dept of Applied Psychology at Aston who explained that auto¡mation in ATC and on the flight deck was following separate paths. It was hoped to stand back and view the whole system in an attempt to ensure future compatibility.

Most of the morning session was devoted to a presentation

by J B Allinson of the CAA Safety Data Unit on the progress of the MOR scheme and subsequent discussion of this topic. There were two distinct schools of thought - those who favoured the present system and those more inclined towards an independently administered scheme preserving the anonymity of those involved. Many comparisons were made with similar system in operation in other countries although the only agreement reached amongst delegates was to disagree.

After lunch a considerable amount of time was devoted to presentations by delegates of some current researches. These included RAE (data link and cockpit display of ATC instructions and traffic situation), RSRE (long term studies), Aston University (conflict prediction/resolution), and British Aerospace (Advanced Flight Deck Simulation). Perhaps the most provocative was Dr Ford of RSRE who advocated a system known as FAPMATC (Fully Automated Pilot Monitored ATC) which involves the complete 'elimination' of the controller. At the end of his presentation Dr Ford exhorted us to "Tell your friends about it" whereupon one delegate was heard to remark that it was one quick way of losing them I Following these presentations there was little time available for discussion although David Hopkin, as usual, had some pertinent comments. Amongst other things he pointed out the importance of inflexion and emphasis of the human voice in ground/air communications and the inevitable loss involved in its replacement by a data link. General discussion followed on the relative merits of aural and visual indications on the flight deck until the meeting closed. Whilst there was some interchange of information and ideas, it must be doubtful if the Symposium achieved its objective.

Peter Wilde, Chairman of the GATCO Professional Committee

Venezuela In September last the A TC Association of Venezuela (ANTTA) completed a study on the conditions of air traffic services in the country. A two volume documentation was prepared and presented to the President of Venezuela, Carlos A. Peres, and the Aviation Authorities, to inform them about the deteriorating conditions in ATC Venezuela.

The operating status of all air traffic services units and facilities, malfunctioning or missing equipment, irregularities, inadequate procedures and poor working conditions were outlined for all airports of the country. It must have been quite a lot of work to compile all these data, and the list appears to have some highly explosive contents.

Extracts from the daily log, where controller entries give an indication of the grave situation at individual airports, and clippings from Newspapers, when serious incidents made headlines in the national press, provided an alarming background for this timely documentation.

In the second volume constructive and realistic proposals and plans were outlined on how to improve the situation in Venezuela.

Outside the technical field also the human and environmental aspects are covered. ANTTA, for instance, also considered the salary and career system and included in the documentation appropriate schemes. The proposal on salaries is based on the payroll for co-pilots of the national airlines.

When handing out this excellent presentation in the form of two books, in brilliant red and gold with hard and solid leather covers, to President Peres, the ANTTA officials indicated that by no means this documentation was meant to irritate or panic the public. It merely should inform the competent authorities in a most direct, frank and objective way - not filtered by dubious administrative channels - and invite them to follow the expert's proposals with a view to improve the service and consequently the safety in aviation.

But it also was made clear that in the absence of any positive reaction from the authorities the association would take other avenues and seek the support of the public and use political channels to promote the issue on safety and efficiency in ATC, and better working conditions of the personnel in the system.

This, however, was not necessary, because already as of 1st October 1978 controllers of Venezuela have been granted a roughly 40 O/o increase in salary and some measures were taken to improve and modernize the ATC system of the country.

The documentation, which will be available with SC IV soon, really is an outstanding example of a responsible and constructive contribution towards progress in national aviation. Congratulations, ANTTA! GU

STOP PRESS Yugoslavia Just before going to press the good news of the release of Gradimir Tasic from prison reached the IFATCA Board. It was on 29 November 1978 when the doors of the State prison were opened to Gradimir, just in time for him to prepare the most wonderful Christmas for his family. We are certain that controllers from all over the world, who had followed the ill-fate of our colleague with great concern, are joining us in wishing him well and good luck for the immediate future. Gradimir Tasic was never alone during his sad days in prison, and we are confident that he will not be alone in the difficult time to come until he will be able to stand on his own feet again.

GU 37

News from Corporate Members

... boarding the SAS DC-9 for the flight to Mal mo.

Graham Williams, past Corporate Members Coordinator, welcomes 11-ATCA delegates at t he SAS counter of Kastrup airport for check-in to the Flight Datasaab No 1.

Datasaab IFATCA '78 - Visit to Malmo-Sturup On behalf of the Swedish Board of Civil Aviation, Datasaab sponsored a visit to the Swedish Air Traffic Services Academy at Malmo-Sturup Airport.

As an extension to the IFATCA Annual Conference program the ten minutes flight from Copenhagen to Malmo in an SAS DC-9 especia lly chartered by Datasaab, and the subsequent visit to the Swedish Academy were most apprec iated by over 100 participants of two dozen nationalities.

The group was welcomed by officials of the Swedish Aviation authorities. In his welcome address Mr. C. A. Johansson, Director of the Swed ish Air Navigation Services, elaborated on some ideas the Swedish CAA had when planning and realising this Academy.

This training facility was established in 1974, to meet the demand for controllers experienced in the use of compute rized systems and since then is training both civil and military air traffic control personnel. To keep in touch with the real ATC environment the Academy was built up in close proximity to the ACC and Tower of Sturup. Practising controllers serve temporarily as instructors to adapt students to the actual ATC scene for the benefit of more lively and actual training .

The System The Academy is equipped with a number of modern simulato rs. the largest being the System simulator for Air Traffic Ser-

38

vices (SATS) designed and produced by Datasaab AS engineers in cooperation with air t raffic controllers. SATS provides a complete and realistic operational environment for all aspects of controller tra ining, from basic assistant to supervisor. It is a flexible computerized system wh ich may also be used for investigating the ergonomics of a single working position or the procedures and control centre configurations proposed to meet future requirements. ¡ The system in use at Sturup provides for 12 radar positions, 5 planning positions, 5 assistant positions, 14 " pilot" positions of which four are equiped with radar, one exercise supervisor and one simulation operator.

It has a capacity of handling up to 90 aircraft at the same time . 4000 flight plans and 1000 exercise plans may be stored (currently 400 exercise plans are stored). Primary and secondary radar information from 3 stations are available; depending on the program used , t he ideal radar source wil l be selected.

The training facilties encompass 6 c lassrooms, 1O functional working group rooms, 32 cosy individual study cells and 14 training simulators, including an aerodrome simulator with different a irfield layouts (plates) available for reproduction on a big screen.

During 1977 the Academy logged a record number of t raining weeks , namely 2435 weeks for basic courses (for 138 stud ents), 378 weeks for domestic courses (176 t rainees) and 264 weeks for international courses with 43 tra inees partici pating.

The advanced system simu lator installed in Sweden 's Ai r Traffic Service Academy. From this posit ion the Exerci se Supervisor o r Instructor may select the radar pi cture and assoc iated data from any tra i ning position .

Generally the following programs are provided at the Sturup Academy: a) For air traffic controllers - A general course of 116 weeks (33 weeks basic ATC, 14 weeks flight training, 45 weeks advanced ATC and 24 weeks OJT licence training), refresher and complementary courses, and special training courses (supervisor, radar, SAR, computer techniques, etc.). b) For assistant controllers - Basic training c) Other tasks - To develop education methods and training techniques. Evaluation and testing of future airspace systems and ATC procedures. Production of training aids, visual and oral.

It is amazing what the relatively small group of dedicated people of the Academy organisation has achieved in such a short time since the opening of this training facility. In addition to the administration staff the Academy has an operational unit with 10 technicali operational system analysts, programmers and maintenance personnel, and a training unit with about 20 permanent inst ructors and 10 assistant controllers employed as si mulator "pilots".

Thank you, Datasaab The IFATCA v isitors of over 20 countries enjoyed very much the company of some of those people who had volunteered to show ten groups of visitors around, giving patiently explanations, where needed, and readily answering queries of any kind.

The delicious Scandinavian buffet sponsored by Datasaab at lunch time concluded the venture in a most del ightful way. It was not only the Aquavit that warmed everybody's hearts up. Graham Willioms, past IFATCA Corporate Members Coordinator, Gunnar Wedell, Managing Director Datasaab AB, and Henrik Winberg, Director General, Swed ish Board of Civil Aviation, plus all the helpers whose names we re not recorded are to be thanked for thei r initiative and efforts in arranging this unique event.

All IFATCA visitors are grateful for the opportunity given to them by Datasaab for getting familiar with sophisticated Swedish technology, modern styling, suitable man-o ri entated working environments and warm Swedish hospitality. Everybody present certainly agreed with what IFATCA President H. H. Henschler said at the debriefing meeting just before the group left Sweden: " ... impressed with the set up of the Swedish ATS Academy I wish to express what I feel - here you have what a Training Institute should be like! " GU

The new Jeppesen IFR Navigation Log Form

Philips Amsterdam Airport Increases X-Ray Baggage Screening The secu rity system at Schiphol Airport, Amsterdam, has been reinforced this year by the addition of eight Philips Dynafluor X-ray baggage screening units - bringing the total number installed to 22.

X-ray screening is used to monitor the baggage of all travellers on flights departing from this major international terminal.

To cope with the high traffic volume - almost nine million passengers in 1977 - fast throughput Dynafluor VI conveyorised models are used on all four boarding piers.

Each capable of screening up to 800 articles per hour, the units are equipped with lengthened conveyors and a roller section that serves as a baggag e collection area. Built-in viewing screens present a c lear X-ray image of the contents of each package, which can be scan ned by security staff without fatigue or distraction .

An ext remely versati le system, the Dynafluor VI is also available in other configu rations for applications where passenger volume does not demand conveyorised throughput.

It can be castor mounted to permit moving from one loading ramp to another, for low volume applications or for use as an auxi liary unit to meet peak overloads. Image display may be by means of a TV monitor in place of the direct viewing screen.

Jeppesen IFR Navigation Log Form (JNL) To date, all previous flight log forms from Jeppesen have been produced to meet FAA requirements, and have therefore had only limited useability with in Europe.

Th e new IFR Navigation Log Form (JNL) has been developed to conform to ICAO recommendations. The front side is used to insert details of the flight route, whereas the reverse side wil l take information concern ing weather, airport and fuel.

The JNL confo rms to the Jeppesen Airway Manual format, is avai lable in a pad of 50 forms costing OM 6,20 per pad. It fit!: neatly into th e Airway Manual binder.

North Atlantic Plotting Chart (NOP) This new chart has been deve loped with the cooperation of a number of Air Carrie r companies.

It is designed to enabl e each Trans-Atlantic-Flight to be plotted using data taken from the flight- plan , thus providing an optical presentation of th e flight route. There is also ample room for notes and remarks.

Th e NORTH ATLANTIC PLOTTING CHART (NOP) is available in sets of 50, 100 and 500 copies.

J EPPESEN & CO. GMBH

Baggage scr eening at Amsterdam airport with Phillps Dynaflou r X-Ray Equi pment.

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Like all Dynafluor models, the Schiphol screening systems operate on extremely low X-ray dose rates and are classed as "film-safe" - i.e. undeveloped photographic films can be inspected at least ten times without visible effect. This is an important time-saving factor in airports, where delays would be inevitable if tourists were required to open bags and remove cameras of film before passing through the checkpoint.

Philips is the world leader in X-ray security, supplying Dynafluor equipment to deal with situations ranging from busy airports to low volume access and mail room screening.

Complementing the baggage screening systems are DynaScreen walk-through metal detectors that give warning of weapons or other dangerous metal objects carried on the person.

Philips awarded Contracts for AFTN Switching Systems in Madrid and Nairobi Philips Telecommunications have received two orders for the AEROPP I message/data switching systems, introduced only some months ago. One system will be installed for the Compafiia Telefonica Nacional de Espana in Madrid and the other for the Ministry of Power and Communications of the Government of Kenya in Nairobi. Both will be used in civil aviation switching applications.

The AEROPP I system in Madrid replaces an ITT ADX system, and will initially terminate 125 low-speed lines. In Nairobi, the existing torntape facilities operated by the Directorate of Civil Aviation will be modernized with an AEROPP I system that has been extended from a standard 64-line configuration to handle up to 96 low-speed circuits.

In addition to basic AFTN functions, the Nairobi site will utilize the unique capability of the AEROPP systems to integrate AFTN operations with flight-plan processing equipment. Linked directly to a SIGNAAL ALPHA flight-plan processing system, the AEROPP system will supply data from both local and AFTN inputs to automatically produce flight-progress strips. The necessary interfaces and the software required are components of the standard AEROPP systems, and the flight-plan processing function may therefore be incorporated into the centre with maximum economy.

In addition to increased efficiency, integrating flight-plan processing with the message switching function provides automatic togging of all inputs and outputs on magnetic tape, and thus produces a permanent record of light-plan transactions. Flightplans can be retrieved from the AEROPP system and edited on electronic data displays. Updated reports can then be played out on the centre's flight-progress strip printers.

Philips AEROPP I systems can incorporate AFTN, OPMET, METEO and flight-plan processing services. Without change in hardware, an AEROPP I system can be upgraded to an AEROPP II system to provide MOTNE loop control and bulletin compilation, system-supported air/ground services, CIDIN medium-speed data operation and subscriber station facilities on circuit-switching networks. Extension of the system is accomplished simply by adding disc facilities and by introducing the more powerful AEROPP 11 software.

The communication systems to be supplied will improve the ground-to-air and point-to-point services and permit connection to the AFTN (Aeronautical Fixed Telecomm. Network) and the public telephone and telex networks. All radio equipment will be remotely controlled and housed in separate transmitter and receiver stations joined to the control stations via UHF links.

Besides twenty-four SOW VHF transmitters and the associated VHF receivers near the airport, two duplicated extended-range VHF systems for en-route communication are to be installed near the city of Asunci6n and near Filadelfia, some 400 km to the N.W. Six 5kW transmitters and 12 channelised receivers will be used for HF communications. All radio communications will be logged on a duplicated 22-channel recorder.

The AEROPP system will initially be connected to 48 lines of the AFTN. The system can easily be expanded to switch both operational and general meteo (OPMET and METEO) messages and to process flight plans. The airport will be connected to the public networks by means of a 960-channel microwave link which will employ the 3TR1600 time division multiplexer (launched in April) for all data and telegraph signals.

For the coverage of the Paraguay FIR and the approach control at Asunci6n Airport two LAR 2 long-range approach radars are to be installed near Asuncion and Mariscal Estigarribia.

They will both be controlled from Asunci6n's new airport, where three bright display units will present both raw and synthetic radar information. The navaids to be installed will be an NOB, a VOR/DME, VHF/OF, an ILS with marker beacons and T-VASIS approach lighting. Two Dynafluor security and luggage check systems and a 15 camera closed-circuit TV system for surveillance purposes will provide terminal security.

Plessey Electronic Systems Plessey Radar at CONVEX 78 Plessey Radar participated in Convex 78, the annual symposium organised by the UK Guild of Air Traffic Control Officers.

This year's theme, "The Divided Sky", highlighted civil and military co-ordination in air traffic control.

The Plessey Radar exhibit featured their full range of air surveillance radars and automated ATC data handling systems.

The company's ATC product range includes secondary surveillance radar (SSA), the long range AR5 radar, the very successful, low-cost, short range ACR 430 airfield control radar and the latest medium range radar, the AR15/2B. The AR15/2B uses a two beam antenna system and an improved digital signal processing system making it suitable for use in a wide variety of applications.

Also featured were the ILS PLAN 17/18 equipment, a costeffective system which meets all the requirements for ICAO Category 1 and Category 2 instrument landing systems. The Plessey PLAN 50 Doppler VOR, a high accuracy navaid for en route and terminal navigation, was depicted, together with the Model 1020 distance measuring equipment.

Paraguay's Capital's Airport to be Modernised Philips Telecommunications have secured an order of approximately US $ 15.5 million (St. ÂŁ 8.3 m) for a turnkey project aimed at upgrading and expanding the equipment of Asunci6n International Airport and the en-route facilities in the Paraguay FIR (Flight Information Region). Rivals vying for the order included SEL/SIEMENS, Cable & Wireless, NEC/Mitsui, Thomson-CSF, Intern. Aeradio Ltd and Page lberica Intern. The package covers communication systems, radar. navigation systems and surveillance equipment. Among the communication systems the order mentions the AEROPP data & message switching system, which means the third order for this system since its introduction in May last year. The contract stipulates, in addition to the supply and installations of the equipment, 6-months maintenance period and personnel training.

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U.S. Issues World Air Polley A formal statement of new U.S. worldwide air policy was issued by the Carter administration and, as expected, emphasized as its aim to increase airline competition. Two other points made were the objective to erase what the administration called unfair competitive factors faced by U.S. carriers overseas, and the desire to improve cargo services. In relation to the latter, the statement stressed the need for their free development as trade expands. It called for "improved facilitation", including customs clearance and integration of intermodal freight movements. Principal objectives outlined in the statement include previously stated ones of lowering prices, easing of route restrictions, more liberal charter policy and elimination of restrictions on capacity and frequency of scheduled air service.

The Corporate Members' Technical Panel at I FATCA '78 Rationalization of Air Traffic Control Systems Summary of an illustrated talk given by lr. A.G.L.M. Weijts, Hollandse Slgnaalapparaten B.V., The Netherlands, at the 1978 IFATCA Conference, Copenhagen.

Two points were made concerning the rationalization of ATC systems: 1) Is a p lea for ATC o rganization to constantly bear in mind t he dangers of over-automation - as otherwise the manual skills of Ai r Traffic Con tro ll ers may be lost. The computer, it is argued, should always se rve the contro ller and never must it be allowed to become the othe r way around. The role of the A ir Traffic Contro ller, it is felt, should remain that of an electronical lyassited "guardian angel" , foreve r watching over th e wellbeing of the aircraft, its passengers and c rew, albeit from below.

2) Refers to the need for the rationalization of ATC installatio ns accord ing to the type and vo lume of traffic handled by the parti cu lar operation. Th e re ported tendency in recent years to, in some cases, overspecify, with conseq uent ove r-equ ipping of insta llati ons, is d iscussed as well as the resultant d isenchantment with the relevant supp liers by the users concerned.

To prevent th is, the suggestion was made that, in the future, the aim should be a flexible " building blocks " type of approach to enab le t he user to adapt, step-by-step, his installation to changing needs. H e can then add any further equi pment he requires, as and when it is necessary and without having to unduly scrap the previo us install ation whe n so doing. Quieries are then made as t0 how an AT C o rganizatio n shoul d establish when and at what levels of operation an ATC installation should be upgraded.

These q uestions we re not answered but various methods of assessi ng workload we re discussed and the suggestion made t hat a committee be formed to formulate proposed answers to the questions.

Finally, an invitatio n was extended, to those interested, for them to co nti nue the d ialogue o n the subject with Hollandse Signaal if they so w ish.

Editors Note : A nton Weijts was elected CM Coordinator by the Corporate Members representatives at IFATCA '78, Copenhagen.

A new range of co mpact voice loggers specially developed for smaller airports provide an optimum comprom ise between cost and pe rformance. These instruments have a capacity of up to 11 chanels, and were designed to allow every airport to have the security of positive, continuous voice logg ing.

Following its recent membership of IFATCA, Philips intends to follow the Federation 's philosophy of seeking ever-increasing standards of safety and security in air travel, and to keep in close touch with demands of a ll those involved in air traffic control.

Other Contributions Communications Recording in Air Traffic Control: The Right Systems for Airports of all Sizes Summary of presentation by Mr. L. H. J . Peeters, Marketing Manager, Voice Logging Systems, Philips, Elndhoven, The Netherlands Proof of w hat is said and done in air traffic control can be provided o nly by a co mprehensive, completely dependable voice logging system. Such systems are now widely used all over the world. They are designed to record all air traffic contro l communi cations with extreme ly high standards of reliability and security of rec orded information. Philips voice loggers are market leade rs in this fi eld, and have become accepted as the 'standard' tor commun ications recording at over 120 of the world's major airports.

A simu ltaneous recording capacity of up to 44 separate channels can be provided, and very high reliability is ensured by duplication of eve ry vital unit by an identical stand-by ready to take ove r instantly in case of a fault developing . The chance of loss of informat ion through a recorder fault is therefore almost complete ly eliminated.

Although design lifetime of a voice logger in continuous service is 10 years, over 20 years' experience with installed units shows that actual lifetim e is very often considerably longer. This long life and high reliability result in a very economic true cost of ownership.

Outsi de the two aforementioned papers, presentations were given by Ferranti on " Synthetic Data on ATC Displays ", by I AL on " Advanced Simulation in ATC Training ", by ALEC on " Approach Lighting Systems" , by Seleni a on the " Man/Machine Interface" and by Software Sciences on "Measuring and Improving ATC Capacity ".

The presentations met with great interest by a full house audience. Lifely discussions between controll ers and the representatives of the industry were an indi cation of the readiness on both sides to keep the dialogue alive. It is of vital importance to have a continuous exchange of views between the industry and the operations people.

It wi ll be emphasized to publish some of the remaining papers of this most successful technical panel in t he next editions of THE CONTROLLER. â&#x20AC;˘

Russian SST Grounded Passengers trying to book tickets on the Russian supersonic TU144 have been told no seats will be available until year's end The aircraft has been used on flights from Moscow to Alma Ata but has not been put on other routes as announced. As far as ca n be determined, the TU 144 has not been flown for three months One point of speculation is that one of the aircraft crashed A prototype TU144 crashed at the Paris Ai r Show five years ag o

41

Universal News 75th Anniversary of Powered Flight Commemorated Seventy-five years ago (December 1903) the Wright brothers, Wilbur and Orville, succeeded for the first time in flying a heavierthan air, engine-powered machine and ushered Year I in the history of aviation. This event and the pioneers of the many countries who contributed to this achievement will be commemorated with an ICAO exhibit in the newly-opened UNESCO Pavilion at Man and His World, located at the previous "Expo-67" international exposition site in Montreal, Canada. The exhibition features large photo reproductions of historic model aeroplanes from the Qantas Collection and a preview of future aircraft as well as historic photographs from the Librairie Flammarion archives.

ICAO is also sponsoring with the help of some 40 national airlines an international children's contest on the theme "A World that Moves on Wings," as seen through the eyes of children all over the world. In addition to honouring aviation pioneers, the contest will help instill an appreciation of the benefits of civil aviation and the universally-accepted standards and practices that help make air travel possible. Winning entries from the participating countries will be displayed at ICAO Headquarters later this year.

At the initiative of ICAO and the Universal Postal Union (UPU) the 75th Anniversary of Powered Flight will also be marked by commemorative stamps in many countries and through the United Nations. The UN also has issued commemorative ICAO medals on the same theme.

Finally, a one-hour documentary film on international civil aviation today is being produced by the French Television (TF1) in co-production with ICAO and Radio Canada/Canadian Broadcasting Corporation for showing over French- and English-speaking television stations all over the world. Assistance in producing this film also has been provided by Air Afrique, Air Canada, Air France, British Airways and Varig, Brazilian Airlines.

ICAO Bulletin

Air Traffic Controllers: a Need for Recognition Disruption of air traffic and airline schedules during peak Summer holiday periods has developed into a regular event in Europe over the past few years. Air traffic controllers in Spain, Germany and France, and air traffic control assistants in the UK, have chosen either to work to rule or go on strike at precisely the busiest times to advertise their grievances over pay and conditions. It is unfortunate that the chaos and discomfort is worse for the 'once-a-year' holiday-maker, rather than regular travellers on scheduled flights. There is little public sympathy for these strikes, and the credibility of the controllers' claims does not seem to have been advanced either. Yet they do have a case and they do deserve sympathy. They are seeking the proper recognition both of their profession and its vital importance to the safety of air transport. They feel that, in an industry where high salaries are not uncommon, they are not receiving their due, and that they are not treated with the consideration that their profession deserves.

Looking at the recent events in France, where the 2,500 upper airspace controllers at the four main centres in Paris, Bordeaux, Aix-en-Provence and Brest started a work-to-rule in July, the fact that this is the second time industrial action has been taken for exactly the same reasons within five years, tends to indicate that something is amiss somewhere. The outcome of the 1973 affair was tragic: the controllers came out on strike and were replaced, as part of a contingency plan, by French Air Force personnel.

Under military control, two Spanish aircraft collided over Nantes in Western France. The psychological impact of this event deeply scarred controllers. the military, and public opinion alike. However, when the ATC men did resume work, the Government 42

pledged to open negotiations that would help reach a solution; these talks never materialized.

The crux of the problem, as far as the French ATC personnel are concerned, is that methods of remuneration do not seem compatible with the responsibility and slcills which operators must exercise. In France, some 45 per cent of a controller's pay is made up of allowances which are not counted as part of the basic salary if by misfortune he loses his job for medical or other reasons: disability money and pensions are calculated on the basic rather than the gross salary. It must be said that, compared with rates and conditions prevailing in Switzerland (even allowing for currency differentials), France shows up poorly. The Swiss controllers have not only negotiated excellent basic salaries with their employer, Radio Suisse, but first-class disability and pension schemes as well. The attitude of Radio Suisse, while remaining a tough bargaining party, has been positive and constructive. Furthermore, job satisfaction and motivation are high; controllers are involved in design and development of new systems and are generally given more scope to exercise their talents.

It should be added that there are also some problems in France with new ATC systems, though this aspect has not been overlooked by the Government, which has taken steps to improve and update equipment in the near future.

IFATCA (the International Federation of Air Traffic Controllers Associations) has been lobbying for some years to achieve a more equitable balance between the rates of pay available in different countries. However, its efforts have been without success. A major step towards an overall improvement in the situation could come within the next few years. The International Labour Organization has convened a meeting of experts to discuss ATC conditions and salaries. International recognition of the controllers' case could follow, and future holiday chaos could disappear.

INTERAVIA

US Scheduled ,Airline Traffic Progresses The first six months of 1978 were marked by significant growth figures for US scheduled traffic.

During this period, domestic available seat-miles increased by 4.8 per cent over the comparable period in 1977, while revenue passenger-miles jumped by 15.7 per cent. In the international field, revenue passenger-miles did even better, with an 18.9 per cent advance. The passenger load factors for domestic and inter~ational traffic were 60.2 per cent and 61.7 per cent, representing increases over the first six months of 1977 of 5.6 points and 7.4 points respectively. For June alone, the load factor for the domestic sector was 67.1 per cent (against 57.5 per cent in 1977), and 69.3 per cent (against 57.9 per cent) internationally.

Whether these positive results are entirely due to the CAB's deregulation and low fares policy is for the moment impossible to tell; these are early days yet. The true measure of improved performance-higher profits-cannot as yet be sufficiently gauged to provide indisputable evidence. What financial results are avaitable tend, nevertheless, to indicate that lower fares will lead to brighter days. Continental Airlines' executive Charles A. Bucks has already claimed that the new low fares were the reason for his own airline's climbing load factors and revenue passengermiles in first-half 1978.

For the quarter ending June 30, Delta reported a 28 per cent increase in. ea~nings over the same period in 1977. The Georgiabase_d earner rs used to such figures, however; 1978 fiscal year earnings reached an astonishing $131.1 million, a 42 per cent increase over FY 1977. At the same time, Braniff, another southern US airline, showed profits of $20.1 million for the first six months of the year, this being a 22.5 per cent improvement over first-half 1977.

It is also interesting to note that air freight in the USA is rising.

Scheduled US carriers recorded an 11.9 per cent increase in domestic and international freight carried during the first half of the year.

All the foregoing will be so much sweet music to the ears of the US Civil Aeronautics Board and will encourage it to continue to pursue its plans for a completely new US air transport system.

On the international side, CAB already intends to relax permanently its restrictions on charter carriers competing with scheduled carriers.

Working towards a new Eurocontrol Convention It is well known that the Eurocontrol ATC organization has long been labouring under a load of problems sufficiently grave to give rise to fears for its future. Some of these concern the future roles to be played by the Maastricht and Karlsruhe control centres; other bones of contention are the amounts of the financial contributions of member states and the expenditure split between fixed investments and operating costs. Yet another thorny question is that of deciding what new equipment to buy: there is one school of thought which maintains that Eurocontrol should assume responsibility for recommending the equipment that member countries should install in their own national facilities, so as to achieve a high degree of standardization-or at least compatibility - throughout Europe. A further point of argument is the West German Government's insistence on employing members of its own ATC organization (the BFS) at the Karlsruhe centre, p!us the differences in salary levels between controllers in the various national organizations and those employed by Eurocontrol.

The Permanent Commission of Eurocontrol, at its 51 st session held on July 5 at Brussels under the Presidency of Ernst Haar, Parliamentary Secretary of State in the West German Transport Ministry, undertook a close study of the whole confused situation and mana?ed to arrive at several important decisions. It accepted that the sixth report on the future activities of Eurocontrol, submitted by a study group of the civil and military alternates to the ministers, could serve as a basis for drawing up a new convention · to. replac~ the pr~sen_t one, due to expire in 1983. A few questions stall remain hanging in the air, notably fixing the national contributions ~ayab~e under the new convention, and also the transitional. financin~ arrangements which may have to be applied before at comes into operation.

In addition, the ministers - acting in their dual capacities as members of the Permanent Commission of Eurocontrol and of the separate governments of its member states - agreed to raise the proportion of the cost of en-route navigational aids payable by the airlines to 90 per cent, based on 1977 costs; the new rates will be applied from April 1 next year.

Following the regular protocol, the Belgian Communications Minister Joseph Chabert will take over the Presidency of the eurocontrol Permanent Commission from July 6 until June 30 next year; the Vice-President (for the same period) will be Joel Le Theule, the French Transport Minister.

Chicago O'Hare really at the Top For the first time, air traffic controllers at Chicago O'Hare International Airport handled over 3,000 operations during a single day, September 12, 1978.

O'Hare controllers handle instrument operations into a number of airports around the city, as well as into Midway Airport, Meigs Field and O'Hare itself. The new tower record of 3,1112 instrument operations, set on September 12, 1978, surpasses the old figure of 2,964 establishing just this year on May 25.

Increased air traffic has been prevalent at all area airports due largely to an ongoing business convention in Chicago. Controllers at Meigs Field, an ideal airport for corporate and executive aircraft due to its proximity to Chicago's main convention canter, McCormick Place, set a new facility record in August with 9,155 operations. During one hour of the record week, Meigs tower controllers handled 80 takeoffs and landings, an exceptional accomplishment for a single-runway airport.

With the pending closure of Chicagoland Airport, a consider-

able number of aircraft formerly based there have moved to Pal-Waukee Airport, near Wheeling. As a result, the traffic totals at Pal-Waukee tower continue to increase with this August showing a new all-time high of 33,281 air traffic operations.

The Chicago air route traffic control center, located in Aurora, also approached its record traffic figure with 7,714 operations on September 12. Although of the center high of 7,922 set September 16, 1977, the figure serves as a good indicator of the increased air traffic being experienced throughout the Chicago area.

FAA News

IATA is needed: Recently retired Scandinavian Airlines (SAS) President Knut Hagrup (former IATA president) says in an interview published in Scanorama, the airline's inflight magazine, that airline and government officials will come to realize they need IATA. "They will need it to do what it has done for 30 years," he said, "Coordinate 100 disparate airlines into a viable world network for international travel and commerce and provide some intellectual order and stability for a highly volatile industry." The SAS executive noted that IATA's technical, operational, medical and other functional areas are seldom in the public eye and that it is most visible in traffic conferences "when airlines have attempted to reach agreements on international fares and rates." He blamed · not governments, and particularly the U.S., for IATA•s fare po 1·1c1es working on the North Atlantic. In discussing today's requirements for airline management skills, Hagrup said that more than 20 years ago the characteristics, demands, and problems of. th.e Concorde could be spelled out fairly accurately, but that.'~ as much more difficult to "quantify social change or draft speca~aca. h vats or envarontions for new political orders, economic up ea mental priorities."

IATA Elects new President and Restructures Membership The 34th Annual Transport Association . reports of its various Committee, including

1 t national Air General Meeting of the n er h in Geneva, November 13-15, approved t~ : . "tt d of the execu iv Standing Comma ees an . 1 ·nto the reorganization of the Membership

a two-tier structure.

MemberAt the final session on Wednesday, November 15, the . f c Jr (Chairman o · 'd t of ship unanimously elected Mr. Roman A · ruz, . .. .

A'ir 1·mes ) to be Pres1 en d the Board and President, Ph1l1ppme 0 IATA for the 1978-79 year, succeeding Mr. Manuel de Pra • President of Iberia who has held the office since 1976. , . t t' n of the P1an .

The meeting gave the go-ahead for 1mplemen a 10 1 developed by the Executive Committee's Task Force (set up . ~ Madrid at the 1977 AGM) and discussed in detail at the Specia General Meeting in Montreal (June 30/July 1, 1978 ~· .to all~t~ airlines to become Members of the Trade Association .wh• . Coord"ma t'ion activities · e1t er optional participation in the Tariff passenger, cargo, or both. on as The new Membership structure will be implemented as so 1 the necessary government approvals are received. The forma proposals have already been filed with the interested governments. . t' A general outline of the restructuring of the Tariff Coordana ion activities includes: • Redefinition of the Traffic Conference divisions and sub-areas. · a more effective consensus and voting procedures to permit of marketing proposals in smaller geographical areas. . e Introduction of procedures permitting carriers to establish. where necessary, innovative fares at the low end of the market spectrum in response to changing market conditions.

• Improved provisions for achieving Limited Agreements. e Elimination of unnecessary regulations, particularly in the area of in-flight service. e Modification of the compliance program to emphasize preventive rather than punitive action.

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These progressive changes will achieve the proper balance between: the maintenance of the multilateral features of the Association in the commercial, technical and traffic services fields essential to the preservation of an efficient worldwide air transport system which the travelling and shipping publics have come to expect; and modernized procedures to allow continued development of the global system in an everchanging market and the socio-political environment of the 1980s.

The Membership accepted the invitation of Philippine Airlines to hold the 35th AGM in Manila, November 27-30, 1979.

IATA News

General Aviation accounted for 65 °/o of all Flying Activities in 1977 Nearly two-thirds of all civil flying in the world, measured in terms of the number of aircraft hours flown, is represented by general aviation - i.e., activities other than those commonly classified as commercial air transport.

In 1977, for instance, a total of 70 million hours was flown of which 46 million hours, or 65 per cent, were flown in general aviation operations. An equally interesting fact is that of the estimated 305,000 civil aircraft registered in ICAO Contracting States, no less than 272,000 (almost 90 %) are general aviation aircraft.

This broad review of the role of general aviation is based on data collected by ICAO through an "Annual Survey of Civil Aviation Acitivites and Civilian Pilot Licences," recently introduced by the ICAO Council on the recommendation of a representative body of ICAO States - the Statistics Division.

By utilizing the replies received from 64 States and other available information, it has been possible to make world estimates of the number of hours flown in general aviation.

Over 80 per cent of all general aviation activities take place in North America and less than 10 per cent in Europe, with the remaining four world regions accounting for the rest. Business and pleasure flying is largely confined to North America and in Europe to a lesser extent.

Another feature of general aviation activities is that the relative significance of the different types of activities varies from region to region. It will be seen that in Africa instructional flying is the single most important general aviation activity, whereas in North America it is business and pleasure flying; in other regions, all activities are almost equally important.

Two other facts emerge from the Annual Survey. First, that some 250,000 civil aircraft were engaged in the general aviation activities. Secondly, it is estimated that about 613,000 private pilot licences were valid at the end of 1977, as compared to around 265,000 commercial and senior commercial pilot licences and nearly 100,000 airline transport pilot licences. from ICAO Bulletin

INTERCOM-Letter to the Editor Dear Sir, Under the heading "IFATCA and IATA", IFATCA's Vice President (Professional), in your November 1977 issue, comments on the continued deadlock with IATA on the question of free or reduced air travel for air traffic controllers. Countless words have now been spoken and written on the subject, but after 10 years of prodding the Federation faces absolute deadlock and has lately also been subjected to criticism because of the way it has handled the issue since the 1975 Melbourne Conference. As in the case of the continued denial of proper recognition for our profession, we shall simply not get anywhere unless we change our thinking. The wisdom and the need to ask IATA for special interim concessions to Executive Board members only is questionable, and this recent move will further bedevil the basic issue which aims at benefit for the rank and file and not for just a few.

Both issaes; free or reduced air travel and meaningful professional recognition, are, of course, closely connected. The people who deny us professional recognition, who do not place their ATC Organization on a proper footing, are generally also behind IATA in its refusal to grant controllers air travel concessions.

Solve the one, and you will solve the other. However, on the present basis of approach, IFATCA might as well shelve both matters. A different course is needed to get us what we are after.

I am no great advocate of strong arms tactics, but I refuse to believe that a world organization like IFATCA has run out of imagination on how to progress from here.

Yours sincerely, G. J. de Boer, Johannesburg.

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Please send me THE CONTROLLER for one year by surface mall I airman (please Indicate). Rates are OM 6.- for members of IFATCA, OM 16,- for non-members. Postage will be charged extra according to the tariff in use. Subscriptions not cancelled three months prior to termination of a calendar year, will automatically be extended for another year.

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44

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Corporate Members of IFATCA AEG-Telefunken, Frankfurt a. M., Germany Airport Lighting and Engineering Company, Birkerod, Denmark B & W Elektronik AS, Lystrup, Denmark Cable & Wireless Ltd., London, England CAE Electronics Ltd., Montreal, Quebec, Canada Cardion Electronics, Woodbury, USA Cossor Rad~r and Electronics Ltd., Harlow, England Compagnie lnternationale Pour l'lnformatique, LeChesnay, France Dansk lmpulsfysik A. S., Holte, Denmark Datasaab AB, Jarfalla, Sweden Decca Software Sciences Limited, London, England .

ELECMA Divisions Eiectronique de la SNECMA, Suresner, France ElTA Electronics Industries Ltd., Ashod, Israel Ferranti Limited, Bracknell, Berks., England Ground Aid Group, Esbjerg, Denmark International Aeradio Ltd., Southall, England International Air Carrier Association, Geneva, Switzerland International Technical Products Corp., Washington, USA Jeppesen & Co. GmbH., Frankfurt, Germany Lockheed Electronics Company, Inc., Plainfield, N. J., U.S.A. The Marconi Radar Systems Ltd., Chelmsford, England M.B.L.E., Brussels, Belgium The Mitre Corporation, Mclean, Virginia, USA N. V. Hollandse Signaalapparaten, Hengelo, Netherlands N. V. Philips Division ELA, Eindhoven, Netherlands The Plessey Company Limited, Weybridge, Surrey, England Racal-Thermionic Limited, Southampton, England Redifon Simulation Ltd., Crawley, England Gustav A. Ring A/S, Oslo, Norway Selenia - lndustrie Elettroniche Associate S. p. A., Rome, Italy SEL - Standard Elektrik Lorenz, Stuttgart 70, Germany Societe Artistique Franc;aise, Paris, France Societe d' Applications Generales d'Electricite et de Mecanique, Paris, France Societe d'Etudes & d'Entreprises Electriques, lssy Les Moulineaux, France Sofreavia, Paris, France Software Sciences Ltd., Farnborough, England Sodern, Paris, France The Solartron Electronic Group Limited, Farnborough, England Space Research Corp. Inc., Quebec, Canada Sperry Univac Germany, Sulzbach/Ts., Germany Sperry Univac, St. Paul, Minnesota, USA Telerad S. A., Anglet, France Thomson - CSF, Paris, France Ulmer Aeronautique, Clichy, 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 Corporate Members.

Corporate 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. ¡

46

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INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS ASSOCIATIONS

MEMBERSHIP-CARD V ALID U NTIL

JUNE

1979

THE H O LDER OF THIS CARO IS AN IN DIVIDU AL M E M BER O F I F ATC A

IFA TCA Mempership Card Benefits Are you, through yo u r national association , a paying member of the Federation? If so, you should have received yo ur membership card by now .

When planning you r next holiday yo u poss ibly can take already advant age of the be low listed d isc o unts your Federation negotiat ed fo r you.

T he list of hote ls g rantin g between 10 and 50 D/o disc ount upon p rese ntatio n of your IMC (IFATCA M embership Card , what else?) is continously updated b y SC Ill. In case yo u have any contacts or know of an y di sco unts granted on previous occasio ns, please write to Jean Gubelmann, POB 1133, CH-8058 Zurich-Ai rp ort, Switze rland.

He certain ly w i ll follow up the matter w it h a view to

Publications Review RADIOTELEPHONY PROCEDURES AND PHRASEOLOGY (CAP 413) pric e ÂŁ 1.00 + 30p for postage and packing, obtain able from CAA Printing and Publicat ion Services PO Box 41 , Cheltenham, Glos, UK. The Civil Aviation A uthority has just publis hed Radlotelephony Procedures and Phraseology (CAP 413) to replace Radlotelephony Procedures (CA P 46) and NatlQnal Air Traffic Services, Radlotelephony - Phraseology and Procedures (AIC 101 /72).

The new book covers all asp ects of radiotelephony u se, from b asic procedures for t he RTF l icence to speci alist phraseology for th e supersonic pil ot.

The procedur e section Inc ludes l angu age used in avi ati on; ti me systems: pronunciation of l etters and numbers ; composition of c allsigns; distress and urgency m essages; and directi on finding .

The phraseology section contains the stand ard phraseol ogy that i s in daily use between pilots and ground units. It co vers all aspects o f a fl ight from taxying to shutdown and : jn cludes expl anati ons of the need for th e sp ecif ic phrase where n ecessary. VFR flight, IFR flight and flight under radar h ave sep arate chapters an d the section en ds w ith a miscell an eous chap ter including meteoro logi c al, braking. action, divers io n, and o i l p oll ution messages.

Although published as the r eference b ook fo r the RTF licen ce , the document is of intere st to anyone engaged in fl ying . - CAA

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A passenger who had only six hours of flying lesso ns 32 years ago, took over the controls and landed a small plane safely at Toronto International Airport after the pilot died of a heart attack at 7 ,500 feet.

Mr Donald Pratt, 49, a bu il d ing contracto r, had been sitting beside the pi lot, Mr Peter Kirwin , 57, in the si ng le- eng ine Cess na ai rc raft wh ich had taken off f ro m Ham ilton, Ontario.

The only other passenger was Mr Pau l Sm ith, 38, an eng ineer, w ho had no flying ex perience. He ke pt Mr Ki rwin f rom falling f~rwa rd w hi le Mr Pratt took over the cont rols. " The plane rocked and we mu st have dropped 1,500 feet pretty fast," said Mr Pratt. " I remembered w hat I learned in those lessons such a lo ng t i me ago an d what I had see n watching pilots. 1 t rave l by plane a lot. " Mr Pratt radioed for help. Toronto ai r contro ll ers adv ised him to head toward the outskirts of the c ity and began th e 20- minu te "talkdown" p rocess.

At one po int " my vo ice suddenly wen t on me," said Mr Pratt. " My tong ue stuck like glue. I've heard of it happen i ng w hen yo u' re scared , and I just couldn't talk."

He motio ned to Mr Sm ith to get his b ottl e of whisky o ut of his case and took " a good st iff belt- It freed my to n gu e. " I was then able to talk and to discuss the app roaching landing. That bottle of whi sky- I really packed it as an aftertho ught - came in p retty useful. " Mr Pratt eased the plane down to land with hard ly a b ump.

A con tro l tower supervisor said it was " j ust about a perfect landing."

Sai d Mr Pratt : " The wo rst part was c omi ng throug h t he c loud w hen we cou ldn 't see anything. I was sca red as he ll , shaking like a leaf. Thank God I c ould rem ember someth ing f rom those lessons- and thank God for the co ntrolle rs."

Mr Pratt said he took the six ho urs of flying lessons in a Pipe r Cub wh en he was a teenager, but "g ave the m up when I discovered gi rls." " Those few leson s may have saved o ur li ves, " he conc lu ded. f rom The Daily Tel eg raph

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SELENIA IS EXPERIENCE IN AIR TRAFFIC CONTROL

When voice logging is vital This airfield is one of thousands all over the world handling executive 1ets, private planes. freight services and le isure fliers. Just like scheduled airline flights using large airports. these planes depend on c lear, accurate in struct ions from the control tower for safe take-offs. approac hes and landings. Those instructions must be given at the right ti me, and must be seen to be correct afterwards.

That' s why voice logging is vital.

The new 6 and 11-channel communications recorders from Philips offer a highly cost-effective voice logging system for small airport s. They use the same advanced recording system that has made the established 11, 22. 33 and 44-channel full stand-by voice loggers standard equipment at over 120 maior airports around the w orld - but t11e cost 1s much low er A single tape reel gives 2 4 hours contrnuous. fully automatic recording on up to 11 voice c hannels with one channel on automatic stand -by.

For vital record ing of air traffic communications Philips voice loggers are the reliable and cost-effective solution.

M ail coupon to: Philips' Industries, GAD/ELA, Eindhoven, The Netherlands. Philips - a corporate member of IFATCA.

Ir----------------~ Please send me more information about the Philips 6 and I I 11 -channel voice loggers.

I Name I I Position - - - - - - - - - - - - - -- 1 Company/authority I I Address I I I I The new Philips 6and11-channel voice loggers I L-~-------------- ~