IFATCA - The Controller - March 1979

D 21003 F

JOURNAL OF THE INTERNATIONAL FEDERATION OF Al R TRAFFIC CONTROLLERS ASSOCIATIONS

Lockheed.

Hard at work on AirTraffic Control ¡for three nations. .

Th e autom ation experts at Lockh eed El ectroni cs matc hed th eir co mputer and software tec hno logy with Air Traffic Control requiremen t s, and automat ed radar termin al systems were th e resu lt. Th ese syst em s are o perating at five sites in th e U .S . and Italy.

Th ey also are m eeting termina l and area control needs for th e nat ion al Saudi Arab i a Air Traffic Control Im provem ent Program.

Thi s program wi ll provide the Kingdom w ith

o ne of the most sophi sti cat ed air traffi c co ntro l syste ms and th e f irst of its t y pe in the Midd le East.

Wh at ever yo ur ATC automati o n requi rem ents, the automat ion expert s at Lockheed Electronics bring y ou down-to-eart h kn owledge and so lution s.

Interested? Contact M arc Jart m an at Lo c kheed Electro ni cs, Plain f ie ld , New Jersey 07061. O r ph o ne him at (201) 757-1600 .

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IFATCA

JOURNAL

OF

AIR

TRAFFIC CONTROL

THE CONTROi.i.ER Frankfurt am Main, March 1979

Volume 18 · No. 1

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-0.

Monin, Past President.

Secretariat: 6 Long lands Park, Ayr KA7 4RJ Ayrshire, Scotland , United Ki ngdom Tel.: 0292 42114 Managing Editor: Horst Guddat POB 600 209 0-6000 Frankfurt/M ain-so Telefon (06 11) 21 08 86 22 Contributing Editor: V. O. Hopkin (Human Factors) Publishing Company, Production, Subscription Service and Advertising Sales Office: Verlag W. Kramer & Co., Bornheimer Landwehr 57 a, 6000 Frankfurt/Main 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., Bornhelmer L andwehr 57 a, 6000 Frankfurt/Main 60 (Federal Republic of Germany).

The Khartoum Flight Infor mation Centre . an alarm i ng example of an air traffic services unit 1n a region tha t rightly may be ca lled underdeveloped. Ali ke this faci li ty there are many in the African Region. Poorly equi pped . outdated. unders taffed , in short. in a condi tion that well may give cause to concern .

Subscription Rate: OM 6.- per annum tor members of IFATCA; OM 16,- per annum for non-mem bers (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 (IFAT CA).

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

CON TENT S Measuring and Improving ATC Capacity

7

Principle and Practice of CLUTCH Radar Operation . .. .. . . . ... . . .. .... . . .

13

Coronary Heart Disease - WHO, ME? ...... . .. .. ... . ..... . ....... .. .. . .

17

IFATCA Standing Committee IV

18

VFR Fligths al busy International A irports . ..... .. .. .... .. .. •. .. . .. . .. . .

21

Development of the CAUTRA System in France (Part One) ..... ..... .... . .

22

International Law - Part XIX . .. . .. .. .. . .. ...... . . .... .. . . ....... .... . .

26

News from the Federation . ........ .... .... . . . . ......... .. ........ .

28

News from Corporate Members .... . . . .... .. .. .. .. . .. . ... . .. ... . .. . . .. ·

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Cartoons: Helmut Elsner.

MBLE - A new Corporate Member . . . . .... . . . ... .. . . .. . .... . · · · · · · · · ·

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Photos: Archive. Adly El-Zoheary. H. Guddat. Marcon i.

Phil ips. Software Sciences .

Universal News .. .... ... .. ... . . . . . . . .. . .. .. .. . ...... . . ... .. . . . .. . · · · ·

38

Advertisers In this Issue: Thomson-CSF AS TRE (inside cover). Lockheed Electronics (page 1). AEG-Telefunken (page 2). VARIG (page 4) . Ferranti Computer Systems (page 16). SEL (pages 24/25). Aerolineas Argentinas (page 31). Sudan Airways (page 33). IFATCA 79 (page 34) . Malev (page 37). British Caledoni an (page 39) . Gulf Air (page 44). Cyprus Airways (page 11 ). lcelandai r (page 12). CP-Ai r (page 46). T-VT AIRCAT (page 47).

Philips ELA (back cover).

In the Federation's Mailbox . . . . ... . . . . .. .. ........ · · .. · · · · · · · · · · · ·

42

Contributions are welcome as are comments and criticism. No payment can be made for manuscripts subm itted for publication in " The Controller". The Editor reserves the right to make any editorial changes in manuscripts, wh ich he believes will improve the mate· ri al without altering the intended meaning .

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

Publications Review

. ... . . . ....... . .... . ... . ... . ... .. ... . . . . .......

43

IFATCA Membership Card Benefits . . . . . . . . . . . . . . . . .... . . . .. .. ..

45

Tail Piece . .... . . .. .. . . . . . . .. . .. . . . . · · · · · · · · · · · · · · · · · · · · · · · · · · ·

48

IFATCA Corporate Members . ... . ... . .. . . .. . . .. · · · · · · · . . . · · · · · · · · · · · ·

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Editorial

Our Concern K. P. Dom Zabela, near Pozarevae; the time 10.00 a. m. and the date, 24th November, 1978. The prison officer admitted that I was the first foreigner to enter K. P. Dom Zabela. For those of you for whom the name does not ring a bell, it is a Yugoslav prison about 200 km from Belgrade. An open space with office-like buildings which do not give the visitor the impression that he has entered a prison area, except for the 2-metre high barbed-wire fence enclosing the various buildings.

Sitting patiently with colleagues R. Vuckovic and A. Cvarkovic of the Yugoslav Association in the prison waiting-room and waiting for the man to arrive, I was consciously led to the uncomfortable and distressful feelings and experiences of the consequences of a mishap that may occur to the controller when on duty. The atmosphere could not have been different from one of a workers' cafe in any industrial European city if the people who frequented the counter for soft drinks had been dressed average. They were dressed in heavy, ugly, grey-flannel suits and military kind of caps. Under this unappealing uniform, shirts looked dirty and faces unshaven. I had attempted to bring the picture of the man into my mind, his agony and suffering. Though the feeling was sad, I don't think I have managed to succeed in coming close to reality. No one can be in a position, other than the person involved, to appreciate the actual situation. The words of the Yugoslav D7puty Minister of Justice, Gojko Prodanic, continued to repeat themselves in my mmd: "The law has followed its course. Air Traffic Controller Gradimir Tasic was found by the courts of the country to have been negligent when exercising his duties and was according to the law responsible for the death of 176 people."

Heroes cannot be made out of a tragedy but only human wrecks and victims. "The finding of guilt was enough punishment", the Deputy Minister added, "and not the sentence".

No one can dispute the fact that the case was tried in accordance with the rules of law and justice. "No one can dispute the fact that this was a fair trial", Tasic's lawyer, Toma Fila had admitted; but no one can dispute the fact that the consequence was the absolute destruction of a man's career and his family's welfare.

5

And again the Deputy Minister's words appear in my mind: "Many lives were lost and great damage was caused, both to my country and to aviation in general.

Truly", Mr. Prodanic continued, "Tasic's act was accepted by the court as not intentional but his 'negligence' was such that it amounted to criminal negligence.

Sentence", he said, "was not meant for revenge but it was the application of the law. The State has never considered Tasic as a criminal and his treatment in prison was not that of a criminal". The deputy Minister was specific in his remarks that everyone is equal before the law and that the law does not distinguish persons or classes of persons whether these are controllers or others in responsible positions.

The risk is great and the consequences catastrophic. This we, the controllers, have in mind and this is the most important item that IFATCA is aiming to eliminate.

The International Labour Office (I.LO.) has considered the situation and admitted that there is room for improvement. The I.LO. has scheduled a meeting of experts concerning problems in ATC for May 1979 and the question of legal liability of the controller will be a major topic.

It is IFATCA's policy that criminal negligence on the part of the controller cannot and will never be supported. What it is actually aimed at is to eliminate the possibilities of circumstances where the controller is dragged into courts and finally to imprisonment. The controller is human but what is expected of him with the trends of traffic increases is superhuman capability or acts beyond the capabilities of an above-the-average human being. He is been given equipment to work with which is far behind aviation evoluton or, as in some instances, given equipment to work with that he has not been properly trained to handle.

My day-dreams suddenly had to stop on the appearance of the approaching young man in the ugly outfit that looked familiar by now. I recognised the face as that of Gradimir Tasic - his picture I was shown by his mother the previous night in Belgrade.

For a few moments, before anyone uttered any words, the very few moments which separated us until we said 'Hello' to each other, the tragic picture of the controller had come once again into my mind. ¡¡ Gradimir Tasic is free now, but what of his future and his family's welfare?

What about the next Controller, the unlucky one? What precautions or actions have we taken for his protection? Solidarity alone after the accident occurs is not sufficient. What we ought to pursue is the means of protection of the controller. we must all work together, individually through our national associations and internationally through IFATCA for aviation safety and security in our careers.

Tasic's remarks, when I talked to him, were very specific: "do not take action for me; work for the anonymous controller's protection against similar occurrences.

I hope I am the last to taste this very bitter experience."

Indeed it is hoped that Tasic is the last to be sentenced and suffer because of an unintentional professional misfortune. The time is ripe and controllers from all parts of the world should strive through their national governments and international organizations for such safeguards. The claim is not illogical. It does not call for class treatment. The I.LO. is the first international body to realize that such a problem exists. It is up to us to produce the necessary evidence to support our case before this body of experts.

In conclusion, I must not omit to mention the fact that Tasic's release from prison came one-and-half years earlier than it was due and this may be an indication of recognition by the authorities that the act was not intentional but one of misfortune. It may also be an indication that IFATCA's continued efforts did not fall on deaf ears and we wish to thank each and everyone who supported us.

AA

6

Measuring and Improving ATC Capacity*

by Bob Adderley, Principal Consultant Software Sciences Ltd.

Introduction We are all acutely aware of the importance of Air Traffic Control. We know that the primary object is to provide for the safe and expeditious conduct of flights.

There may be additional factors, such as hazardous terrain or adverse weather conditions, that are prejudicial to safety. But basically the safety of an Air Traffic system is derived from the qualities of the controllers, the navigational and communication equipment they use, and the operating procedures that are established.

In simple, but vital terms, the role of Air Traffic Control is to prevent aircraft from colliding with each other. We can assume that an Air Traffic system can safely handle one aircraft at a time. But a true measure of its efficiency is obtained if it can handle all the traffic that occurs, without unneccessary delay, and with the same high standard of safety.

Indeed, the ATC objective of "expedition" of flights is important for two reasons, a) because delays cost the airlines a great deal of money, and cause inconvenience to passengers, b) because delays cause congestion of airports and airspace, and cause increases of controller workload, that may be prejudical to safety.

An ATC system that imposes delays cannot be as safe as one that causes no delays. However, by measuring the capacity of an ATC system, in consideration of the size and timing of the traffic demand upon it, it is possible to identify those factors which if upgraded could improve both the capacity and the safety of the system.

Modern technology is available that will upgrade both capacity and safety. However, co mpl ex new systems cost a great deal of money that is not always available or could be more usefully spent in other ways.

My objective in presenting this paper is to indicate how the capacity and safety of an Air Traffic System can be measu red and how, possibly, without spending large sums of money it is possible to revise procedures to achieve more capacity with adequate safety.

Additionally, when new equipments are contemp lated o r clearly required, these techniques of capacity measurement can be applied to identify the required performance characteristics and the timescale within which new developments should be implemented.

Recognising User Requirements I have already mentioned that it is people, equipment and procedures, that achieve the safety and expedition that is the objective of the Air Traffi c Service. Before considering them further it is important to consider the users of the service.

The users, for whom the Air Traffic service is provided, comprise a multiplicity of aircraft types, roles, and performances, distributed by numbers and routes, throughout the hours of the operating day.

Collectively they comprise the traffic demand which is usually predominantly scheduled or un scheduled Air Carrier operations, but may also contain significant proportions of military or General Aviation aircraft.

Certain categories of General Aviation and sometimes military aircraft share the use of procedures and/or airports designed as Air Carrier or Joint User Airports. At other times they operate inde¡) Presentation by Bob Adderly at the Technical Panel of the 17th Annual Conferer.ce of IFATCA in Copenhagen.

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pendently, but often in the same airspace. The situation is often made diiffcult for the Air Traffi c Service because of such factors as: a) Widely different performances of different aircraft types, b) Some aircraft flying VFR and some IFR, c) Weather conditions affecting differe nt airc raft to different degrees. d) Different levels of pilot competen ce, e) Two or more ATC units sharing the same airspace.

Very often capacity is constrained because of the location of particular navigation aids. The majority of sites for radio beacons were origi nally selected when piston engined aircraft, such as t he DC 3 or DC 4. were operating. If a VOR replaces an NOB, then it should be sited to provide good en-route and approach faciliti es fo r the present day Jet aircraft and should not necessarily be sited at the same location , just because the NOB was there.

Even more problems of capacity, and sometimes of safety, are caused by minimum noise routes and restricted airspace constra ints, which may cause bottlenecks in the syste m.

If the capac ity of the ATC routes and procedures is ana lysed , in terms of the present and predicted numbers and nature of the traffic demand, then it is often possible to relocate navigation aids and/ or change procedures to increase capacity and safety.

7

Area Navigation (R-Nav), Microwave Landing System (MLS), Computer Aided Approach Sequencing (CAAS), Computer Aided Departure Sequencing (CADS), Selective Address System (ADSEL/DABS),

The Evolution of ATC Systems ATC systems have been developed progressively in order to safely handle more aircraft. Providing the rules and regulations were obeyed, the earlier systems were, and still are, perfectly safe, but, as we know, they have definite limitations on the number of aircraft they can handle without imposing large delays.

Procedural systems imposed vertical separation (typically 1,000 ft), and horizontal separation (typically 10 or 20 minutes) between successive aircraft. This large amount of horizontal separation was necessary because of the limited accuracy of navigation then available from individual aircraft, and the need to transmit lengthy position reports and forward estimates to allow Flight Progress Strips to be updated. In some environments the limitation on capacity was not because of insufficient airspace or inadequate ATC procedures, but because of the workload imposed on controllers receiving position reports, updating Flight Progress Strips and calculating and transmitting safe clearances. This particularly applied in areas of opposite direction climbs and descents, or other crossing situations.

the past ...

are all claimed to provide improved capacity and/or safety.

In many cases these claims are overstated. Quite often, analysis of a situation will indicate that considerable improvements can be achieved by the reorganisation of control sectors, equipment or procedures to better advantage. In other cases the introduction of a limited amount of new equipment in one area will relieve the pressure throughout an entire ATC system.

Why Analyse System Performance No country in the world has so much money that it can afford to develop its entire ATC system to the most complex degree that is attainable with currently available technology. Usually, development budgets are extremely limited and it is necessary to decide how available funds can best be apportioned between the various ATC units and areas requiring upgrading.

An analysis of an ATC system or of one or more of its sub-systems e. g. of a Terminal Area, is often initiated because of a significant related event. For instance, because new types of aircraft or because larger numbers of aircraft, are planned to use a certain airport, then a new runway, or even a new airport is to be constructed. Very often it is decided to build a new airport because of the delays occurring at the existing one. In some of these cases the money spent on building the new airport or even on building a new runway, could have been better spent on improving the capacity of the ATC system.

As a simple example, the capacity of a runway equipped with ILS can be nearly doubled if an Approach Radar is introduced.

The analysis of an existing ATC system or sub-system can measure its capacity to handle current and predicted traffic demands and will identify bottlenecks and other constraints that require attention. Such remedies as: a) b) c) d)

revision of approach and/or departure procedures, relocation of existing navigation aids, reorganisation of ATC sectorisation, introduction of new ATC equipment,

can all be evaluated to recognize the most cost-effective solution.

The tremendous advantage of radar to ATC is, not so much as an assistance to landings in restricted visibility, but, because it provides a common frame of reference which allows the controller to see the relative position to each other of all aircraft within range.

Thus it becomes possible to reduce the horizontal separation between aircraft to as little as 5 nm or even to 3 nm. This enables much greater capacity to be achieved with consequent reduction in delays, whilst maintaining high standards of safety.

As traffic has increased in busy areas there have sometimes been problems of controller workload, because of difficulties of establishing and maintaining radar identities, and because of requiring frequent reports from aircraft as they climbed or descended. These problems are resolved by secondary radar (SSR) which can present on the Controllers radar tube, the callsign and the (Mode C) altitude of each transponder equipped aircraft with range.

This is an example of a situation in which safety and capacity have been increased by reducing the pressure of communications workload upon controllers.

It is interesting to note that the complex automated Flight Plan Processing Systems introduced in many parts of the world have made no immediate direct contribution to capacity or safety; although of course indirectly they have reduced the workloads associated with transcribing and transmitting Flight Plans and of producing numerous Flight Progress Strips.

In the long term the combination of Flight Plan and Radar Processing promises certain advantages in conflict detection and resolution techniques. Other technological development such as

8

Therefore the analysis of an ATC system aims to identify the

const~aints that reduce capacity and/or safety and to plan and quantify the most cost-effective remedy to resolve the situation.

Factors that Affect Capacity . Airspace capacity is primarily a product of the separation ap-

plle~ between. successive aircraft using the same airspace, route

or a.rrport facility; although, at times, it may also be indirectly constrained by the inability of Air Traffic Control to handle the traffic demand. The requirement to maintain separation between successive aircraft, whether they are arrivals, departures or a mixture of both, involves constraints which are a function of: a) Aircraft performance, b) Approach procedures, c) Runway occupancy, d) Departure procedures, e) ATC rules.

Aircraft performance varies widely between different types, and often quite significantly between the same type, even at the same stage of approach, landing or take off. Additionally, and very significantly in terms of capacity, the effects of turbulent wake and vorticity have to be taken into account.

The approach procedure involves the flight path from an enroute airway, usually via a holding area and a sequencing area, to intercept a Final approach path on the extended centre-line of the runway.

The function of the holding area is to provide a volume of protected airspace within which aircraft may safely be delayed whilst awaiting their turn to land. It is not, as sometimes implied, a reservoir to ensure that the runway is fed with a constant stream of aircraft. Loss of capacity invariably occurs because once an aircraft enters a holding area its consequential flight path involves delay before it leaves. An efficient ATC system applies en-route streaming and possibly speed control of successive arrivals to avoid the need of holding.

the present ...

The approach sequencing area is used to adjust the spacing of successive arrivals from the holding area, and possibly to combine with arrivals from other routes or holding areas, to establish the correct intervals between them when they intercept Final Approach.

Final approach is normally conducted using the Instrument Landing System (ILS) which provides air interpreted guidance to maintain heading on the extended runway centre line and to descend on the glidepath. Different aircraft fly the final approach at different speeds varying from extremes of 90-170 kts and more usually ranging from 120-150 kts.

Runway occupancy is the time during which an arrival actually uses the runway and/or prevents the use of the runway by the succeeding arrival or departure. Thus, not only has the appropriate landing or take-off run to be taken into consideration, but also such times as commitment to land from a late stage of final approach, line-up and/or holding time on the runway, and the time to taxi clear of the runway after landing. Certain events are permissible concurrently, such as a departure lining-up behind a preceding arrival or departure, but the majority of events must be sequenced consecutively so that the required separation is at no time infringed.

Departure capacity benefits from at least 2, and preferably 3, departure tracks diverging from the runway. In many cases it is constrained by the restriction of all departures to a single minimum noise route, or penalised by the alignment of tracks upon inadequate or badly sited navigational aids, and the need to avoid interaction with arrival procedures and/or procedures at adjacent airfields.

Air Traffic Control rules are defined to provide safe separation between successive aircraft. Implementation of these are complex and depends on whether the aircraft is in the air or on the ground and is, or is not, under radar control. The most important minima are:

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Airport Configurations Although it is beyond the terms of reference of most ATC agencies to advise on the configuration of planned airports it is ATC that has the responsibility of obtaining the best capacity from them.

Whenever an airport has more than one runway the resulting capacity depends on how the two or more runways are actually utilised. This may be dictated by such overriding factors as wind direction or runway length. But at many multi-runway airports the actual mode of operation may be selected by ATC. There are a number of different possible modes of operation of parallel runways, each one of which may be appropriate to different periods of the day as traffic varies, from, for instance, peak arrivals to peak departures. At quieter times the choice of runway may be dictated

the future ...

a) Arrivals: a minimum of 3 nm separation (5 nm behind Heavy Jets), b) On the runway: only one aircraft at a time unless lining-up behind a preceding arrival or departure, c) Departures: 2 minute intervals on the same route, 1 minute intervals on different routes, 2 minutes behind Heavy Jets.

It is the application of the ATC rules, taking account of aircraft performance, on the approach, runway and departure that contributes to the capacity attained at the airport. Essentially it is a dynamic situation not least varied by such factors as: a) Weather, particularly poor visibility, wet runways, cross winds, b) Movements of General Aviation VFR flight subject to the same runway rules but not subject to IFR approach and departure rules, c) Human nature and motivations, particularly irrational runway occupancy.

The airspace capacity in these situations obviously depends on the configuration of the runway(s) at the airport; it very rarely increases proportionally with the number of runways.

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How we Measure Capacity CAPACiTY PROCEDURAL

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Separation Minima Dictated by_; Navigational Accuracy and

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Predictability of aircraft adhering to Flight Plan and

Reaction I Manoeuring Space Vorticity Constraints

ATC clearance

Other Factors Aircraft Performance: Controller/System Workload: Communications

by its relationship to the terminal apron or to the availability of approach aids. The practise of permitting landings or take-offs in opposite directions, on a single runway, is potentially very dangerous.

At less complex airports, the taxiway system, or the absence of a complete taxiway system can cause a significant reduction in capacity and safety. The availability of a passing-bay at the Holding Point, which should be well clear of the runway, will improve departure capacity.

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APPLICATIONS

The application of a simulation model includes the following processes: definition of route structure/airport configuration, definition of ATC rules and procedures, input of traffic sample: types, performance, routes, times, Simulation by Computer Processing including measuring of all critical events, analysis of results produced by computer, interpretation of results, re-design of route structure/airport configuration.

Re-runs to quantify: different directions of operation, re-designs, re-definition of rules or procedures, revised/increased traffic samples.

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This simulation process is obviously much more economic and more efficient than actually changing procedures or introducing new equipment in the hope that it will resolve an unacceptable situation.

By applying proposed procedures, proposed sector reorganisations or the performance characteristics of new equipment to the simulation model it is possible to demonstrate whether they will be effective to serve predicted traffic demands.

The use of analytical and simulation modes can help you to use your available resources of manpower and equipment to the best • advantage.

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There are a number of mathematical and analytical techniques available to us to calculate the capacity of an existing system and more importantly to calculate what its capacity will be if some or all of it is developed.

The calculation of runway capacity is a relatively straightforward task but needs to recognize the constraints of ATC approach and departure procedures and to take account of such factors as vorticity constraints.

The calculation of airspace and ATC capacity is a much more complex task. In practice it is undertaken by building a computerbased model, of a selected portion, or of the entire system. The model incorporates all the navigational facilities and ATC procedu res used in the system. A traffic sample which includes every single aircraft using the system for a typical current day or for a day predicted in say 10 years time is processed in the model. The aircraft obey all the ATC rules.

This process is known as Fast-Time Simulation and the output from the model are analytical tables of for instance: controller workload, conflict counts, delays to aircraft, queue sizes for take-off, number of aircraft holding.

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The airport complex, which is now being built in the suburbs of Jidda will cover an area of 65 km 2 • It will cost $ 4.5 thousand million and perhaps even $ 7 thousand million. By way of comparison, the biggest airport in the world at present, i. e. Dallas/Fort Worth, has an area of 43 km 2 and cost $ 81 o million.

The infrastructure of this new airport to replace the existing airport which is too near the capital to be developed should be completed in 1982.

The new complex should include a passenger terminal with a capacity of 16,000 passengers a day, a freight terminal with a capacity of 46,000 tonnes, a military base, a hospital with 200 beds, a hotel, seven mosques and maintenance workshops for the flag carrier Saudia.

ITA Bulletin

Cairo

It's been the same old story ....

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So its hardly suprising that an International airline h ad root here .

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Cyprus Rirways THE AIRLINE OF CYPRUS

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LOFTLEIBIR ICELA#DIC 12

The Principle and Practice of "Clutch" Radar Operation

by H. W. Cole, Marconi Radar Systems Ltd.

The Principle The principle is not new - it co'lsists of serving the radar needs of more than one airfield by a singl e radar instead of each airfield having its own individual radar. There would seem to be undoubted benefits in such a mode o f operation, such as reduction in capital outlay; a smaller team for ma intenance leading to reduced costs; less cost in training ; more efficient use of technical resources etc. Th is article explo res these benefits and d iscovers some means o f quantifying them as an aid to planners.

Experience has shown that operators gauge the effectiveness of an ATC surveillance radar by the " track quality" it provides. Thi s is a function of the radar's ability to report aircraft position accurately and unambiguously in the area surveyed. This in turn is a function of the radar's resolving power. The analysis of track quality and its components is complex and wi ll not be discussed. Let us assume for current purposes t hat the radars mentioned have adequate and equal reso lution. Thus we may say that the "efficacy" of an ATC surveillance radar has a factor the product of the area surveyed and the frequency with which unambi guo us data on aircraft position in that area are given.

Analysis Recognizing that extra range performance beyond the needs of an approach radar is not always of great value and that total overlap of cover may not be an operational requirement, we nevertheless take the si mple and idealized model of three airfields each with their own ASR. Suppose that they can be served by one surveillance radar suitab ly disposed and with range performance sufficient to embrace each of the ind ividual radar5.

It can be shown from simple geometry that the following is true (neglecting some small terms).

(1) R = 2.16r Thus, the areas covered by the individual radars and th e sing le clutch radar are 3 x ;;rr' and nR' respectively and by substitution from (1) we have: Sum of individual radar areas Area of Clutch Radar

Cr A

s

= 3nr2

= 4.66;;i;r

The ATC Operations Room at Lahr, Germany.

Cost of yearly running.

(Rent + electricity + fuel + administration etc.).

Effective area surveyed.

The rate at which the area is explored (antenna speed).

2

Assuming that the reso lving power of each is adequate to maint ain track quality w e now see the benefit of the clutch radar in cover terms; it gives a bonus of cover eq ual to another 1.66 "radars".

In the analysis above, "Cones of Silence" of the four radars have not been taken into account. These would natura lly figure in an actual case but not in a straight forward manner. It can be seen that the clutch radar wi ll cover the cones of silence of the three individual ASR's. However, the clutch radar wi ll have its own cone of silence. How this reflects into a real requirement and governs the "Effective Area" values used in later formulation will be shown by specific operationel needs.

The minimum benefit wil l be seen to be where the ind ividual radars' cover touches but does not overlap. Any wider spaci ng confers greater benefit, provided the c lutch radar cover embraces that of the others.

Using the notion of an ATC surveill ance radar's "efficacy" it can be seen that clutching is a means o f increasing the efficacy: But by how much ? - for it is not on ly a matter of area covered; we need now to quantify the important factors to j udge the degree to which cl utching is benefi cial.

Note Area is chosen rather than volume since an assumption is made that high and low cover of the clutch radar would match that of the individual radar's by operational specification: Also because when one resolution cell is occupied by a target, a second target at a different heig ht and the same rang e and bearing would not be apparent since it occupies the same resolution cell as the first target.

We have noted that the radar's " efficacy " is a function of the rate at wh ich t he area surveyed yields accurate and unambiguous aircraft plots.

These plots are obtained at certain cost and we may thus expand the descri ption of the radar's efficacy by expressing it as "square metres covered per second per pound". A suitab le quantity to use fo r the last un it (pounds) is the Total Cost per Year (Cy) of the radar where : Cy

c N

+Cm+

Ct

N

+ Cr

(2)

We can now formulate M as tha ratio between the "efficacies" of the clutch radar and the sum of the individual radars it is meant to do d uty for.

Thus:

Clutching Factor The wri ter comes t o the subject totally innocent of any previous work s pub lished on c lutching and hopes what follows will in any case stand on its own fee t.

We now posit a Clutch Factor (call it " M" for "More"). The greater the value of M, the more benefit t here is in clutching: The parameters which go into formulating M are many and the list below can be elaborated but is delibrately restricted to important factors.

These are: C

N P Cm Ct

Capital cost of the radar station.

(Equipment + site preparation + bui ld ings + installation + contract negotiation costs + comms f aci lities etc.).

Number of years expected servi ce from equipment.

Proportion of 24 hours service required.

Cost of yearly maintenance.

(Spares + repairs + maintenance staff, etc.).

Total cost of training personn el. {Inc luding salaries dur ing t rain ing).

AXSXP (Clutch) Cy M

AXS X P Cy

(Individual)

Using subscripts c for " clutch " and i for .. ind ividual" and re-arranging we have: M

~ Cy (c)

The expression is convenient in that the facto r M is dimensionless (a straig ht figure of mer it) and the two parts have a distinct operational and monetary component. .

It is obviously impractical to ascribe detailed costs for a comparison of a hypothetical set of radars disposed as above some broad. and real istic figures can be proposed. We have already seen from the su~1ple geometry that a clutch radar covering for three indivduals as described

13

confers a value of 1.66 to the first component of M if data rates of the radars are equal and their utilization is the same. As for cost, the relationships are e:asy to spot and the following observations are in order: C

The total capital cost of three individual radars is likely to be equalled by that of a single clutch radar and both are likely to be of the order of £2.0M. Remember these are total capital costs inclusive of building, installation etc., and not just equipment costs.

This is likely to be higher for the clutch radar since heavier engineering is involved. For completely new equipment a figure of 20 years is practical with 15 years for the individual radars.

Stations will differ. Obviously the clutch radar will have to be on the air for the longest time of the three individuals it is covering for.

Suppose, of three individuals, one requires 20 hours/day and the other two 15 hours/day then P 50/72 .7. This would make the clutch radar have P = 20/24 = .835.

The individual radars would each require their own maintenance team (or an inefficiently shared large team). The clutch radar comes out by far the best here at about half the total cost of the individual case.

N

P

=

Cm

= £180k

Assume Cm,

.·. Cmc = £Sok.

Again the clutch radar is much more economic since far fewer men are involved.

Ct

Assume Ct, Cr

=

= £50k and Cte

= £10k.

Assuming a standby power plant will sometimes need to be used, suitable figures would be: Cr,

£30k

Crc

£20k

Let us reflect these figures into equation (3).

A(' Sc P,.

A, S 1 P,

We have already calculated

1.66.

From (2) 2000 15

=

133.3

+ +

180

180

+ -

50 15

+

30

(thousands of pounds)

+ 3.33 + 30

= 346 Cy,l'.I

+ 90 +

.5

+ 20

210 Thus M

M

1.66

b) Satlsiylng each site to be served A specification for the clutch radar's performance must be, ideally, a sum of the most stringent requirements of all individual interested parties. In the interest of economy, compromises acceptable to all must be sought. c) Slting It is probable that the clutch radar wou:d be at none of the airfields it

serves. Thus "real estate". in all probability, must be separately negotiated. d) Apportioning Costs Here, one can envisage long discussion concerning equitable ways of cost sharing, both for the intial outlay and subsequent running costs. c) Providing a Data Net Either the radar data must be distributed to each user, or a communications net will be required to effect handoff from a central control organization to individual airfield controllers. Each channel must have very high integrity.

The list above is not exhaustive but sufficient to show the organizational dedication which must be brought into play in order to achieve the benefits of clutching.

Clutching in Practice As already observed, clutching is not new. For many years Southampton has received an Approach Surveillance service from Bournmouth.

Liverpool has a service from Manchester Sub Centre. When West Raynham was active it received a service from Marham. The Dusseldorf clutch radar gives a service to the RAF airfields at Wildenrath, Bruggen and Laarbruch. Binbrook gives a service to Humberside which has no radar.

This list is enough to show that clutching is widely practiced and that there is a wealth of experience upon which to draw - perhaps to help overcome the organizational difficulties reviewed.

An Example

2000 20 100

posed clutch of three radars would, with luck, result in only 9 men plus Chairman and Secretary in Committee to resolve their problems. In practice it is likely that many more voices would wish to be heard.

x

346 210

2.74

In the example above, the minimum expected value of M results from the individual radars being close together. If their cover diagrams do not overlap or the clutch radar's cover extends to greater than that of the individual radars, obviously the value of M will be yet greater. Clearly wherever specific cases of clutching are considered there will be differences not olny of values in equation (3) but of parameters as well. For example, extra cover provided by the clutch radar will have varying operational value dependent upon the requirement. Thus in calculating the "effective area" a weighting factor between zero and unity can be ascribed to the excess area covered. It is hoped that the method of formulation described above will at least serve as a model for those wishing to approach the problem rationally.

Together with the financial and purely" radar"-orientated benefits there are others of an operational nature: For instance, if as in the example given later, a central control organization is used to serve individual airfields. the need for inter-airfield co-ordination is much reduced. Also it reduces the number of agreements on procedures for handover with other authorities and eases operational co-ordination with them. It would be particularly helpful in the UK Lower' Airspace Radar Service below 8,000 ft.

These operational gains bring with them benefits of safety as well.

In 1970 the Canadian Armed Forces implemented improved ATC facilities for their operational bases in Germany using the clutch radar principle to very good effect. They were concerned with three airfields roughly in a N-S line and equidistant by about 50 km. The centre base (Lahr, near Strassburg) was chosen as the radar site even though most of the operational flying was done from the most northern base of the three.

The requirement was to provide military ATC facilities among which the following are prominent: a) To give primary and secondary radar cover over all three bases and to permit handover when aircraft are fed into the PAR gate at Lahr and the northern base. b) To ensure that military aircraft are separated from airways traffic in the area, particularly in Red 7 which passes directly overhead Lahr Base and in Amber 9 to the East which runs practically parallel to the line of the 3 bases. c) To permit surveillance and monitoring of random approaches to base and of all standard approaches and departures.

By careful planning all of these requirements were met by installation of the Marconi S654 on a 50 ft tower. Aircraft at the northern base can be established on an approach from the North at 40 n.mls from Lahr at 2,000 ft and be followed whilst on PAR down to 500 ft. The radar is in a tough environment with the Vosges mountain range to the West and the Black Forest to the East. These make heavy demands upon the system's MTI which by the advantages of a dual beam antenna preserves good track quality for small targets travelling over clutter.

The illustrations are included to show how the system performs. The radar PPI pictures showing an aircraft on an approach into the northern base from the north (a most stringent requirement, stretching the radar performance) are taken from a time-lapse recording of the radar's performance made during a reliability test. The pictures on the following page speak for themselves.

The Debit Side

Conclusion

The calculable advantages of clutching are gained only if certain problems can be overcome. These are largely organizational and therefore difficult to quantify. However, in general the following would seem to be common to a large number of cases where clutching is considered.

In the foregoing it can be seen that the principle of clutching is amen~ble to quantitative analysis to measure its cost benefits and that clutching works in practice, given the will to overcome the organizational problems. The procedure for analysis springs naturally from the model used for for~ulating M, the Clutch Factor. The example of the clutch radar in operation shows that the necessary performance required can be provided by current equipments.

The ~ost _benefit shown in the example (M 2.74) indicates the worth of clutching an operational and money terms.

•

a) Getting Initial Agreement to Do It

The spectre of the Committee immediately enters the stage, for each of the following difficulties must be resolved to satisfy a number of different functionaries (operational, technical and fiscal). Thus a pro-

14

=

rev.n

rev. n + 14

rev. n + 6

rev. n + 15

rev. n + 10

rev. n + 16

Small jet (34n.ml s at 025°) on finals into north ba s1' (30° and 2 c3 n.mls from 5054 radar) is last seen a t ? ' ~n.·· 1 ~ .

Rang e ring s at l On.ml interval s.

15

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• · CARDS can be tailored to ' your requirement. If you want to . J take secondary radar from remote :~ · sources and display it either alone or in conjunction with local and/or ~ · t · remote pri mary radar, CARDS will -mt:ll:..:..• . do it. And the cost wi 11 be only a fraction of what it wou ld be if you had to install new secondary radars. lf you'rethinkingSSR, talkto us.

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-rt ' .

FE

Computer Systems 0 5 72

16

[ill]

Coronary Heart Disease: WHO - ME? Coronary heart disease is a problem any USAFE aircrew member could face - regardless of age. Last year, coronary heart disease was either the cause of death, related to an accident, or an incidental finding for four USAFE airmen. Three of the four were in their 20's. The following article, which details what we know about coronary heart disease as it relates to the aircrew, is an adaptation of a letter from the USAF Surgeon General's office.

Premature death from coronary. heart disease (CHO) is a major public health problem that affects more than 700,000 Americans each year. One out of ten males develops symptoms of CHO in his forties or fifties. The first symptom in over half the cases will be a heart attack. Fifty percent of these will die. Cardiovascular disease is also o. leading cause of death and disability in the Air Force. Five to eight hundred Air Force personnel are affected each year at an estimated cost of about S 50 million in noneffectiveness, personnel replacements, medical care, disability and death benefits.

The Air Force has about 30,000 pilots. About one third are over 35, and 4,400 of these are actively flying. There are about 2,000 pilots over 40 that are actively flying. Statistically, 10 to 20 percent of our pilot population could be expected to have a significant degree of coronary arteriosclerosis (a thickening of, and loss of elasticity in, the inner walls of arteries). For this reason, inflight incapacitation due to "heart attack" is a very real possibility.

Surprisingly, aircraft accidents caused by sudden incapacitation of the pilot due to heart attack have been a very uncommon event.

In the nine years from 1969 to 1977, there were five accidents where the cause or probable cause was attributed to in-flight heart attack.

During this time there was one case of a heart attack where the aircraft was landed safely by the copilot. The majority of heart attacks experienced by the Air Force pilot population occur at a time when they are not flying.

Hypertension There is a strong association between hypertension and CHO. Ninety percent of hypertensives are considered "essential" (cause unknown). Arteriosclerosis ("hardening") of the coronary arteries tends to be more severe in the hypertensive person. Considerable evidence exists that lowering the blood pressure will lower the risk of developing CHO.

Cigarette Smoking This is an important primary risk factor strongly associated with the risk of developing CHO.

Elevated Serum Cholesterol There is a significant association between this and an increased risk for CHO. Although not proven, it is reasonable to assume that lowering the serum cholesterol from abnormally high levels will r~ duce the risk for coronary heart disease. The principle approach is to limit the amount of saturated animal fats in the diet in favour of unsaturated vegetable fats.

Obesity Obesity as an isolated risk factor is only weakly associated with an increased incidence of CHO. The risk is significantly increased when obesity is combined with other risk factors such as hypertension or diabetes. Furthermore, there is little or no proven correlation between obesity and an elevated serum cholesterol. In fact, in the few cases where patients' elevated cholesterol is genetically based, the individuals are usually thin.

The Cause The basic mechanisms leading to the development of CHO are not fully understood. The disease is known to begin early in life.

In rare instances intimal (inner lining) thickening of the coronary arteries has been recognized at birth. Fatty streaks in the coronary are first observed at about age 15 and increase in severity with time. A large amount of research has been accomplished in an effort to both determine the cause of the disease and define a reasonable preventive approach to reducing the incidence of this serious problem. These research efforts are continuing today.

Coronary heart disease appears to be a multifactorial condition.

There are significant differences in the incidence of the disease related to age, sex, race, geographical region, occupation, and personality type. Studies have shown clearly that there are a number of "risk factors" associated with an increased incidence of CHO. In general, the more risk factors present, the greater the risk of developing clinical CHO.

Coronary Risk Factors Age The risk of developing CHO increases with age. The death rate for white males age 25 to 34 is 10 per 100,000. It increases to 1,000 per 100,000 in the age range 55 to 64.

Sex The risk is six times greater for males than it is for females between the age of 35 and 44. The difference in risk declines after menopause.

Exercise There are a number of tangible benefits which can be realized by a vigorous, regular Aerobic exercise program such as an increased capacity to do work and a feeling of "well-being". Most regular participants report that they feel better and have more energy. On the other hand, the lack of regular exercise has not been shown to be a significant risk factor for developing CHO. There is no convincing data that exercise will decrease the rate of development of arteriosclerosis or prevent its complications. Furthermore, an improperly supervised Aerobic exercise program could be dangerous to an individual with significant latent CHO.

Diabetes Diabetes is a strong risk factor, particularly when associat~d with hypertension. The morality from CHO is 4.5 times higher rn diabetic males age 15 to 44 than it is in non-diabetic males. In female diabetics, the death rate is 6.4 times that of non-diabetics females. Individuals with diabetes have a high incidence of arteriosclerosis, and this process may continue to advance in spite of goods control of the blood sugar level.

Genetic Factors It is generally agreed that heredity is an important factor. Genetic factors may be primarily involved in patients with essential hypertension, diabetes, and elevated serum cholesterol. There seems to be a higher incidence of heart attacks in individuals with blood groups A, B, and AB than those with blood group 0. A positive family history of heart disease is in itself a significant risk factor.

Psychological Risk Factors There is considerable evidence to support the association of mental stress and certain personality types with an increased incidence of CHO. Clinical investigations have consistently demonstrated an increased risk of developing CHO with the Type A Personality (Coronary-Prone Behavior Pattern). A description of the Type A Personality would include most of the following characteristics: excessive drive time urgency easily provoked impatience overcommitment to the job or profession intense competitiveness strong sense of duty abruptness of speech and gestures achievement orientation long work hours In the Air Force, it is a behavior pattern that is admired, respected, often encouraged, and frequently rewarded. The Type A behavior pattern produces an image that is associated with success and increased productivity. This is not necessarily true, and some Type As are actually less productive as well as more prone to developing CHO. Recently, we have learned that it is primarily the hostility part of the Type A behavior that increases the risk of developing CHO. The potential for control of this risk factor is encouraging. "Behavior modification" through relaxation techniques has been successful in a number of clinical studies involving corporate executives. An increase in productivity has been observed, and the executives report that they accomplish more with a decreased energy expenditure. It is too early to reach conclusions concerning the effect these behavior modification techniques may have on the risk of developing CHO. Interest in these programs is intense, and research efforts are continuing.

What is being done?

Studies have revealed a number of risk factors which are associated with an increased risk of developing CHO. It would seem reasonable to assume that the death rate from CHO would be significantly reduced if those in our society at high risk were identified and, through appropriate education and treatment programs, the risk factors involved were removed or reduced. Today there is no conclusive evidence that correction of risk factors will prevent CHO. Hopefully, this assumption will prove to be true, and there is reason for optimism. The death rate from cardiovascular disease has declined in the last decade from about 365 per 100,000 to less than 300 per 100,000. The reason for this is not entirely clear. During the past 10 to 20 years, there has been considerable information about cigarette smoking, diet, and exercise provided through popular literature, radio, and TV. Perhaps the decline reflects a real change in the health behavior of our population because of these health education efforts. If this is the case, then a preventive program designed to identify those at high risk and modify the risk through health educational efforts should prove to be successful.

There are a number of programs which will attempt to enhance our knowledge in this area.

In an effort to reduce the incidence of CHO in the USAF, the USAF School of Aerospace Medicine (USAFSAM) at Brooks AFB, Texas, is developing a program called HEART. The purpose of this program is to Identify individuals at high risk for developing CHO and reduce the risk with individualized education and therapy. During the initial screening and examination, the relative risk of each individual will be determined. Those below a certain threshold (relatively low risk) will be re-examined at a later date. Those at high risk will be entered into a risk reduction program which will consist of group and/or individual education sessions, appropriate treatment for problems such as hypertension, and careful follow-up.

The USAF Scientific Advisory Board has reviewed the proposed program and recommended its full development. The prototype system will be developed by contract and tested at a sample of representative USAF bases.

From AIRSCOOP

IFATCA-Standing Committee IV

by Egbert Just, Chairman IFATCA-SC IV.

Human and Environmental Factors in ATC The Motivation As the demand towards modern technology grew ever more urgent and complex due to reasons for scale enlargings and in order to meet challenges for trade competition, aviation throughout the world continued to reach ever higher sophisticated levels of evolution.

Such technological bound was not immediately responded to by men who by nature are slow and need technology to become faster. Hence the gap between natural human evolution and the technical development of their product became greater and greater, when finally they got aware of such disproportions which by then had increased to an excess of serious strains to the human being involved.

To this awareness many different reactions were and are observed of which many will lead to dead-ends, sooner or later. It is not the author's intention to analyse the aforementioned reactions and their - in most of the cases - connected fiascos, but it is to recognize the importance of an aspect facing the relationship between man and machine which, as it is indisputable, has a direct impact on the sound functioning of any undertaking.

Thus, such relationship (if any) consisting of a human and technical factor can only be manipulated (an evil term by the way), that

is to say be determined by men. Indeed this happens, and it is for management, for human beings again, to deal with the objective concerned. Consequently, the premise given so far appears to be extraordinary optimum.

But what happens?

In attempting to continuously improve an undertaking for better profits and/or efficiency with all the effects of rationalisation and connected risks towards employment security, it is realised with dismay a tendency in management behaviour to ever more ignore the human factor and concerned requirements in many enterprisesystems.

Regrettably similar developments have to be observed in the Air Traffic Control Services throughout the world and have processed for more than a decade into deadlock regarding the relationship between the employee and the employer. Such increasing lack of mutual confidence, so long unchecked, has led to a situation where the outlook is bleak, with no immediate prospect of improvement.

One has to be aware, but the breach of confidence is existing within an area of undertakings which, some 45 years ago had been instituted to render a safe, orderly and expeditious flow of international air transport:

18

--

-~

A security system, where man, that is to say the Air Traffic Controller since then is commissio ned to primarily "produce" flightsafety by applying international defined se paration criteria to departing-, en-route- and arriving-aircraft; A services system, of which, through the Air Traffic Controller, it is anticipated efficiency in order to meet the demand of economic aircraft operations.

Recently, these incongruous con d itions almost co nstantly led to serious disturbances of international a ir t ransport in all parts of the world and at times near ly paralysed aircraft operations.

A ser ious and inglorious development, ind eed ! Ser ious, particularly because of its detrimental impact upon flight safety. l have mentioned this in order to elucidate a conflict between the air traffic controller and his respective government to havi ng processed over more than 14 years. Thu s, the conflict did not arise in on e day but was th e result of ignorance and negligence of aviation administrations throughout the past.

•

SC IV Chairman Eg bert Just. Germany (first from th e left). chairing a meeting of the Committee.

orientat ion and in orde r to define boundaries of responsibilities.

These late r on were resolved by Annual Conferen ce.

Starting from almost " zero " obliged us to provide for other necessa ry preliminar ies, like to collect any informati on about the prevailing co nditions in th e air traffic co ntrol services of our mem ber-countries. A questionnaire had to be elabo rated and after approval by Confe rence was disseminated.

The Sub-Committees

Standing Committee IV " Human and Environmental Factors i n ATC" in session.

On these grounds, IFATCA a few years ago had decided to investigate the conflic t a nd as a consequence had instituted a Standing Co mmittee (IV) " Human and Environmental Factors in Air Traffi c Control" to review those conditions in the profession al environment of the ai r traffic controller and at his working position.

Committee Work Started In 1969, w hen Belgium, Germany and the Netherlands had accepted responsibility for Standing Committee IV by appointment of the IFATCA-Co nference in Belgrade, the aforementioned dispute meanwhile had reached its first cl imax.

Under the chairmanship of Germany the Committee com menced investigations and researches with six members, two of each member association respective ly.

The members decided to set up a secretari at an d the Netherlands Guild vo lunteered to take over the task in Amsterdam.

As one can imag in e, all of us were aware of having taken over a great responsibility. We knew abou t rumours and had realised unrest among air t raffic controlle rs from all parts of the world, were certai nly informed about backgrounds here and there and at the time experienced serious hardenings of disagreements between contro ll ers and governmen ts in our own co untries.

Some questions induced us at once. Was the reason for the increasi ng indignation of contro ll ers justified ; what kind of problems existed ?

The catalog ue of problems was tremendous. IFAT CA however. at this ve ry time did not possess any coo rdinated policy in view of any social/ professional interests. The Federation was excl usively orientated to technical an d procedural matters.

So first of all we had to identify the scope of our activities. Terms of refere nces were draft fo r pu rposes to impose necessary links for

Wh en we began to eval uate the received material it became obvious that the Standing Committee had to be extended. Hence two Sub-Committees we re established: " Medical " and "I nformationHandbook". The Swiss and the French Assoc iation volu nteered for Medical and the Be lgian Guil d accepted the tremendous objective for Information-Handbook, to order an d co mpile the data from the questionnaire of SC IV. Under such provision the Information-Handbook was born : An IFATCA-Docu ment, co ntaining val id data from our MemberCountries about : Conditions for entry into the Air Traffic Control Service Work environment in A ir T raffic Control Conditions of service in Air Traffic Control Remune ration of Air Traffic Controllers Recent developments in Air Traffic Control Systems Social security in Air Traffic Control Methods of determining conditio ns of operation and service Ever si nce the Info rmation-Handbook is kept up-to-date by means of a regu lar amendment service to en sure a continuou s survey of any development in Air Traffi c Control throughout the world.

Every controller w ho is interested may obtain the InformationHandbook either through his Association or order directly by means

Immediate p ast President J .-D Monin (cen ter) attend ing the last m eeting of SC IV.

19

of international money order (with remark: Handbook) for a price of SFr. 50.- (Members of IFATCA SFr. 25.-) to: Account Nr. 72'892-9 Swiss Credit Bank Bal exert CH-1211 Geneva 28

Whilst evaluating the available data, we realized our findings nearly coinciding with the results of other similar enquiries which had been accomplished by the International Labour Office a couple of years ago. Just to mention one of the unacceptable insufficiencies, it was that we discovered all-out disorganised conditions in the legal environment of the Air Traffic Controller's profession.

Uncontested, the occupation concerned is exposed to exceptional risks in view of legal liabilities and related disciplinary regulations. Recently it was substantiated in Yugoslavia that disciplinary sanctions may rise up to term of imprisonment if it was not "only" a suspension.

In all of the cases it was recognized the fact that existing legislations as well as disciplinary regulations were not adapted to match with the requirement of the Air Traffic Controller's special situation.

Legal and other Matters Since we concluded, the legal aspect in Air Traffic Control to be of immediate concern which had required special attention by legal experts as soon as possible, Standing Committee IV, some years ago proposed to institute an IFATCA working-party, to study the legal environment of the air traffic controller. Subsequently, IFATCA resolved to establish Standing Committee Vil, "Legal Matters", and after all, it can be said already today that a great deal of the catalogue of problems necessary to be solved, could be dispatched in the meantime. Respective conclusions and connected demands recently were incorporated in the IFATCA-presentation to the forthcoming !LO-meeting on Problems concerning Air Traffic Controllers. It is anticipated that the contribution will be given due regard by the ILO, in order to improve the legal situation of the Air Traffic Controller.

Apart from such investigatory activities the Committee, through its efforts had sought the expertise of scientists. Liaison was estab1ished with an international organisation of ergonomists which had been constituted to aspire to coordinated scientific methods for studying psycho/physical stress in Air Traffic Control. The organisation was called: The Stress in Air Traffic Control Association (SATCRA).

Two members of SATCRA, President Dr. Kalsbeek, as well as Prof. V. D. Hopkin from the RAF-Medical Institute of Farnborough, during the course of our activities have provided SC IV with valuable advice and their assistance was gratefully appreciated at all times.

Successively, IFATCA had been invitedto the conferences of SATCRA and members of SC IV, by appointment of the Executive Board had volunteered to represent the Federation there, as well as on the occasion of other similar gatherings like the International Congress of Aviation and Space Medicine, the International Labour Office, Member Associations etc.

Simultaneously, it collected all kinds of scientific literature from all parts of the world, containing related studies and researches of the controller's profession. That the idea was born to order the material received and to gradually establish a Standing Committee IV-Library. After approval by Conference the library has been instituted at Amsterdam and today comprises about 100 titles, constantly increasing. Whilst a catalogue of the available literature has been elaborated, the SC is now prepared to lend out the different titles according to a particular procedure recently adopted

by Conference.

Conclusion In the years behind us, Standing Committee IV was able to draft a professional policy orientated to the social environment of the 20

air traffic controller which, after acceptance by IFATCA, then it has been constituted.

I could admit that this has been just a beginning. There remains however all the rest of it to be dealt with, hopefully in the near future.

When I had mentioned that IFATCA only a few years ago still had neglected to deal with the problem of employment conditions in Air Traiffc Control, it is true to say that the Federation nowadays is prepared to advocate our social as well as our professional interests and to present our views and expertise at international level.

A great opportunity to realise these efforts of ows will be given during the I LO-Meeting of Experts concerning Problems of Air Traffic Controllers from May, 8th until 16th, 1979. During the past three years, members of the SC, together with the President had represented the Federation at two !LO-Tripartite Technical Meetings for Civil Aviation in Geneva. A sincere and persevering representation of the air traffic controllers' concern, through the two events, finally had Jed to achieve the aforementioned result.

Recognizing the importanze of the coming Meeting, convinced us to elaborate an IFATCA-presentation to comprehensively describe and display those incongruous conditions in the workingenvironment of the Air Traffic Controller and to demand for an international convention to define the future status of the profession. During the last IFATCA-Conference at Copenhagen the paper was accepted under the title "The Controllers' Concern" which, already had been submitted to the ILO in December 1977.

It was certainly a mile-stone as well in the history of IFATCA, when the Executive Board, since "Dublin" had recognized the necessity to establish a third working-party during an Annual Conference of IFATCA, SC IV had proposed for a long time. "Committee C" at that time, had become imperative since the Annual Agenda had constantly grown and the existing Committees "A" and "B" finally were barely able to manage within the given time.

To report about eight or even nine years activity of Standing Committee IV is no easy attempt, especially in view of the space available in our magazine but also in view of any eh ronological order. Honestly, I had not intended to provide our readers with any kind of self-complacency nor any overestimation of Standing Committee IV but on the contrary, had tried to mediate how IFATCA, in our case, through SC IV was going to function and how it operated between Annual Conferences. Perhaps interesting, today the SC comprises eight members from Belgium, France, the Netherlands, Switzerland and Germany who regularly meet three times a year in order to accomplish a given work programme.

Closing my report, reminds me of an important obligation which deserves our attention. It is that I would like to recall all those colleagues of Standing Committee IV who in the past had gratefully volunteered- and who at present have accepted IFATCA commitments, for their outstanding efforts and their particular dedication. It is certainly true to say but to realise our aims will very much depend upon any kind of initiative from the basis and connected participations.

Quite frequently it appears however that our fellow-controllers in many parts of the world would not be aware enough about IFATCA's activities and efforts and hence often arrive at misinterpretations as well as misunderstandings. Consequently, communication here has to be improved on the whole.

On the other hand, the quality of the work achieved will remain to depend upon the quality of any cooperation with our Member Associations and their respective contributions.

Hopefully my contribution was capable to provide you with some information.

At the end, may I elucidate that the work done in the matter will definitely not suffice which might be less encouraging to everyone concerned. Therefore let us do every attempt in order to gain acceptable solutions to finally enable the Air Traffic Controller, at the end of his career, to retire with satisfaction and dignity, but also being convinced to having contributed his best services towards the aviation world, to which he had belonged for so long. •

VFR Flights -

Are they still welcomed at Busy International Airport?

The Brussels Case

8

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B

elsnER. "Sabena Delta Lima, cleared for take-off." The Tower Controller checks once again if the runway is clear. Sud· denly, he screams into the microphone: "Stop Delta Lima, small aircraft crossing the runway ahead."

Such incidents happen too often, and they may cause serious accidents.

Why did this pilot cross the runway without clearance? What can be done to prevent such incidents?

"VFR aircraft should be forbidden to 'Vperate to and from Brussels-National", clalm some controllers. "Brussels is an international airport, and should be reserved to professional pllots."

But why preventing all the VFR pilots from coming here? Some of them are highly skllled and have a good reason to select Brussels: customs, maintenance, convenient opening hours, etc••••

again", sometimes answering "ROGER" without understanding anything, may create a real danger to schedule- or taxi-flights.

The causes are: bad training of the pilot, bad weather conditions, associated with underequipped aircraft. From the point of view of airport's authorities, there is no VFR procedure existing, and poor signalling on taxiways; this situation is particularly dangerous when coming close to a runway crossing.

Restrictions At present, VFR landings are prohibited in summer time between 9.00 h and 10.00 h, 12.30 h and 14.30 h, 16.30 h and 18.00 h GMT. But these periods do not square with peak hours.

This means that VFR traffic is sometimes accepted when there is a traffic overload, and may be refused although there is almost no circulation.

Whereas one of the goals of ATC is to help the pilot, it looks strange that such an unadapted restriction is still applied.

In order to reduce unecessary VFR traffic, the double landing fee discourages the private pilot to choose Brussels-National for his sunday trip: 425 BF for a Cessna 172. Moreover, the long taxi and the possible delays he may encounter are also very expensive for him.

Why adding more restrictions?

Safety First Sunday pilots lost in the final approach, crossing runways without clearance, missing a taxiway, asking several times to "say

Training of the Pilots A private pilot trained on an uncontrolled airfield, recent holder of the "radio licence", and only able to make an ADF homing is the nightmare of the controllers. Aviation has changed a lot for the last 20 years; the final flight tests to obtain a private pilot licence has~'t.

The actual test do not even include the use of VOR, ADF, or radro.

The radio "licence" is given after a small test made on the ground.

I know some pilots who have this "licence", and who cannot understand the controller asking them to extend down-wind b~­ cause of their lack of experience in radio communication. The ability of the pilot to make a real controlled flight in real conditi~ns ~f traffic, bad reception and flying the aircraft at the same time is never tested.

Actually, it should be necessary to have something like a "controlled VFR licence", given to the pilot able to track a localizer, remain in a holding pattern, answer an unexpected question from the controller, and land so that he can clear the runway rapidly.

Controlled airports with busy traffic should be reserved to skilled VFR pilots.

21

VFR Procedure To prevent a slow VFR aircraft from keeping the ILS for himself for 20 minutes, it should be advisable to establish VFR entry and exit procedure, like in Schiphol or Gatwick.

For instance, in case of delay, the small aircraft should be held close to the runway, rather than being sent to a remote beacon, losing visual contact with the runway.

The VFR procedure should also be conducted in VMC: when the Brussels' controller accepted my Cessna 150 without NAVAID equipment in spite of the bad weather, I was very grateful to him.

But, even with my (relatively) good knowledge of the airport, I missed the runway axis, which the same controller did not appreciate!

know more about taxiways, because they may hit a 55 cm high blue panel indicating "S" when they run across the high grass.

Some pilots suggest either to classify Brussels as a labyrinth, or to multiply the number of panels similar to road panels, indicating with a sketch the next crossing and the routeing to General Aviation or Military Side. Some other conspicuous panels stating "crossing of runway 25R 50 metres ahead, do not cross this point without clearance", should also be indicated.

And it should be really marvelous if those panels could be read by airline pilots as well as by close-to-the-ground light aircraft pilots, which is not the case with present indications painted on the ground.

There are no Problems, but only Solutions On the Ground Only pilots familiar with Brussels airport are able to find their way among the 44 taxiway sections and the 32 crossing.

Some straight lines change their name twice, like "Romeo, Golf, Lima", or "Golf, Oscar, Hotel", but if you do westbound on taxiway Hotel, you will have to turn right to remain on Hotel, because, if you continue straight ahead, it is becoming "Oscar".

Many runway crossings are only indicated on the taxiway with the yellow line painted on the ground, which may become invisible when it is raining or snowing. Except when leaving the tarmac, the crossings are never indicated in advance, so that when a small aircraft is coming in the middle of a 120 metres wide crossing, with 6 different directions, it may be completely lost. Perhaps the rabbits

Some suggestions to solve those problems are: "controlled VFR licence" required to fly on busy controlled airports like Brussels or Antwerpen in Belgium; compulsory VOR and ADF for special VFR flights in the same zones; publishing of VFR procedure for Brussels; efficient indication of taxiway and runway crossings.

Of course, the VFR pilot must keep in mind that he will have to give way to jet-aircraft, which means sometimes long delays. He will know if the reason for which he has to land in Brussels is worth the costs, but he may not, because of his incompetence, endanger the occupants of the other aircraft.

KWAK

Development of the Civil Automatic Air Traffic Control System (CAUTRA) in France (Part One) Owing to the increase in the volume of data to be processed, the French Air Navigation Department (DNA) started using In 1960 an automated system known as CAUTRA (Coordinateur Automatlque de Traflc A6rien). Since Its introduction, this system has made it possible to cope with the expansion in traffic to be controlled without requlri ng a big increase in air traffic controller strength.

General The purpose of air traffic control is to provide real-time and short-term planning enabling flights to be performed as efficiently as possible through optimum use of available space and runways, with a very high standard of reliability being achieved in collision avoidance.

Through radio facilities, every pilot is constantly in touch with the controller to give information on the progress of his flight.

The controller constantly compares the information in his possession on the different flights; taking into account the minima specified by procedures in the area, he gives authorization for the flight to be continued or appropriate orders in doubtful cases.

The information required by control is as follows:

Basic Flight Information This information is provided by the flight plan (PLN) deposited by the pilot and stating: the aircraft call sign, type, speed and equipment; -

the place of departure, departure time, route and destination.

Coordination Information It permits the successive changes in controlled sectors during the flight.

22

Information on Flight Progress Two types of information are required: Position and altitude reports.

The pilot indicates: flight over a specific geographical point, and/or the flight at a given altitude or a change in altitude level.

Radar information.

The instantaneous geographical position is provided by the primary radar; the identification of the aircraft, its position and instantaneous altitude are provided by the secondary radar.

Owing to the increase in the volume of data to be processed, the French Air Navigation Department (DNA) started using in 1960 an automated system known as CAUTRA (Coordinateur Automatique de Traffic Aerien). Since its introduction, this system has made it possible to cope with the expansion in traffic to be controlled without requiring a big increase in air traffic controller strength.

The information required is obtained from flight plans, radars, and position reports given by radio. The CAUTRA system processes the flight plans received via the Aeronautical Fixed Telecommunications Network (AFTN) and the information from one or more radar stations; it then correlates the flight plan and radar information. The information as a whole is presented to the general air traffic controllers in the most highly integrated form possible.

The CAUTRA automatic air traffic data processing system can be considered as a means of helping controllers to take decisions.

Between 1962 and 1970, CAUTRA 1 and CAUTRA 2 used realtime automatic data processing techniques. The system was put in service by the Centre d'Experimentation de la Navigation Aerienne (CENA).

The initial CAUTRA 1 and CAUTRA 2 systems used IBM computers. They made it possible to handle the initial problem of the flight plan and strip production (flight progress strips).

In 1970 the CAUTRA 3 system went into operational service. It uses seven Cll 10070 computers (three in the North ACC, two in the South West ACC and two in the South East ACC).

The IBM and Cl I computers were put in service by CENA. Entry into service 1962 1965 1970

Computers IBM 650 IBM 7040 Cll 10070

Size of operational programmes 4 K. words 12 K. to 50 K. words 60 K. words

Programming language Assembly language Assembly language ASTRE

The operational programmes of the IBM 650 and IBM 7040 systems were written in Assembly language.

Experience showed that: the writing of programmes was difficult (risk of error), writing depended on the computer structure and hardware, the real symbolism permitted by Assembly languages was very limited.

For other reasons concerning implementation of the programme, CENA went over to a high-level language.

Around 1967, CENA launched a study for the creation of a highlevel programming language to make the programme independent of the machine and to offer other capabilities (processing of compact data, processing of strings of characters, acceptance of subprogrammes with transmission of parameters, etc.). This language was called ASTRE. Every item is identified by a word consisting of 20 characters so that compact data can be processed in.ASTRE. Access to the compact data is automatically controlled by the ASTRE compiler.

To obtain independence from the computer, the ASTRE programme is divided into sections: -

data descriptions (in the form of tables), the processing programme (showing all the processing phases).

For assistance with programming and checking-out, the ASTRE compiler provides a very complete dictionary (and also tags) of all the identifiers used and the list of sentences in which they appear.

Flight plan processing has been operational with the computer since 1962 in the case of the North ACC plans. Its application was extended in 1965 to the Bordeaux ACC and in 1966 to the Aix-enProvence ACC. Flight plans were fed manually into the CAUTRA system (by conversational mode) until 1968. Since then, there has been a move to the assisted manual input stage (presentation on the operating terminal of a message pre-processed by the computer) and then to automatic input (through preparation of a file of all the daily flights).

Processing of radar information permits instantaneous identification of all aircraft flying within radar coverage. It consists of two phases: radar extraction, determining in real-time the position and coded answers of aircraft, with radar echoes being eliminated, automatic processing of secondary radar data.

Processing is carried out by three modules: a) the allocation of codes, b) tracking, c) track and flight plan correlation.

The situation has changed since the definition of the CAUTRA 1, 2 or 3 systems with regard to operational experience with CAUTRA, the different technical or operational possibilities, etc. Owing to

the increase in traffic and the greater volume of information to be processed, the computers of the present CAUTRA system may become saturated. Additionally, the DNA decided in 1974 also to withdraw radar processing from the 10070 computers and wishes to prevent wear from causing a decrease in the reliability of equipment.

The future system should meet the preceding objectives.

The new-generation system developed will be known as CAUTRA 4. The transition from the present system to the future system will take place progressively, module by module. The first application will reportedly again be made in the West Area Control Cen·· tre at Brest.

CAUTRA 4 will consist of two sub-systems: a flight data processing sub-system (developed by Eurocontrol) and a radar information processing sub-system (produced with the assistance of ECAAutomation).

The computer will be of the SEMS MITRA 125 type.

The programming language will be a high-level language for real-time applications known as LTR (Language en Temps Reel), developed by the CIMSA (Compagnie d'lnformatique Militaire, Spatiale et Aeronautique) compiler.

The French Air Navigation Technical Department (STNA) has drawn up proposals for the gradual replacement of the CAUTRA 3 10070 computers by MITRA 125 computers associated with a software derived from the CAUTRA 4 software developed for the new West ACC. The replacement plan should be staggered over several years. The French ACC's will be equipped with a modular CAUTRA system that is extremely flexible and stable.

• Hai NGUYEN-DAI in ITA Bulletin

Cruz: New IATA President Roman A Cruz, Jr., who was elected President of IATA on November 15, became Chairman of the Board and President of Philippine Airlines on November 18, 1977.

Cruz was graduated magna cum laude from the Ateneo de Manila in 1959 with a Bachelor.uf Arts degree in economics. After postgraduate studies in economics at Cornell University, he earned a Master's Degree in Public Administration from Harvard University.

In the Philippines, Mr. Cruz pursued a career in banking and was one of the country's top economic writers before joining the government. He served as Undersecretary of Finance 1968-1970 and was appointed General Manager of the Government Service Insurance System in 1970.

Mr. Cruz, who has been a member of the PAL Board of Directors since March, 1972, is the Chairman of the Orient Airlines Association for 1978 and is a member of the IATA Executive Committee.

The War on Terrorism Continues ...

The concerted action against hijackings and sabotage continues. The incidence of hijackings has not diminished during 1978, when 18 attempts were recorded for the first nine months of the year.

The IATA Legal Committee analyzed the legal and procedural implications of the Bonn Agreement of July, 1978, when the governments of Canada, France, the Federal Republic of Germany, Japan, Italy, the UK and the US agreed to intensify, in common, their efforts to fight international terrorism, and recommended that IATA lend its full support to the principles embodied in the accord.

The Committee recognized that its implementation would raise a number of problems in the field of Public International Law and expressed the hope that the governments of the nations that have pledged themselves to the strongest possible action against countries that harbor terrorists would also find effective ways of overcoming those problems.

IATA Review

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SEL 25

International Law XIX: Law of the Air (6)

by Edward McCluskey

We have seen in the last five articles how the law of the air started and how it is developing. It is now important to take a look at the air at the level of the air traffic controller. The law of the air has different aspects in detail and each controller is called upon to apply it according to the particular job which he is carrying out at a given time. The aerodrome controller is more concerned than others that the correct navigation lights are carried on aircraft, he is concerned with trespassing on his airfield and he is more concerned than others in the application of the rules of facilitation in relation with police, immigration and customs authorities. If he is also the airport manager or commandant he will be concerned with rescue facilities around his airport and with marking of obstructions etc. The approach controller has to take into account procedures for noise, wide-bodied aircraft in addition to his own list of separation standards. The area controller in most cases has to co-ordinate across national boundaries and in many cases has to control over the high seas. All of these considerations spring from international law. Throughout these articles we have referred to the "contracting State" rather as if this were something abstract, but the contracting State must have agents who apply the rules of law and in the case of air traffic control it is the controller who is representing the contracting State.

performance, personnel or procedure, the uniform application of which is recognized as necessary for the safety or regularity of international air navigation and to which Contracting States will conform in accordance with the Convention; in the event of impossibility of compliance notification to the Council is compulsory under Article 38 of the Convention. Also included are Recommended Practices which are any specifications for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognized as desirable in the interests of safety, regularity or efficiency of international air navigation, and to which Contracting States will endeavour to conform in accordance with the Convention. Sometimes for convenience parts of Standards and Recommended Practices are grouped separately in Appendices. The other important part of the Annex is the Definitions. These define terms used in Standards and Recommended Practices which are not self-explanatory in that they do not have accepted dictionary meaning. The definitions are an essential part of the Standards and Recommended Practices in which the terms are used. A change in the meaning would affect the specification and this is why Air Traffic Control schools put so much emphasis on learning definitions by heart. Learning by heart is not sufficient; definitions must also be understood.

Legal Training for Controllers

How to Apply the Law?

The amount of legal training given to student controllers varies from State to State. Most controllers will remember learning by heart long lists of definitions on their primary training course. Some had difficulty in trying to remember these again for examinations on subsequent courses, yet throughout his working life the controller is applying the law. Every controller should be familiar with the law of the air as it is applied in his own State. Usually a list of the extant legislation is contained in the Aeronautical Information Publication (AIP) which is itself a legal document. Controllers should beware of "manuals" of air traffic control which disagree to any extent from the AIP. It is the AIP which is considered if a court case should arise. The AIP collects together all the information relevant to flight in a given State. It is based on national law since all law, national or international, is normally passed through the legislature in much the same way. When international agreements are ratified, they are published as national laws. In many cases the law gives the Minister power to create rules so that the law can be applied.

This means a signature of the Minister but the rules are drawn up by the aviation authority on his behalf and the persons concerned may be controllers. They must therefore follow the basic law in principle when drawing up rules of application. Similarly controllers may be members of a team of negotiators on Letters of Agreement with adjacent States. Again the Minister is the person with final responsibility but the negotiators must have sufficient knowledge of the law in order to draw up agreements. It may be an interesting study for Standing Committee V to investigate how much legal training controllers obtain and what training is necessary for the various types of tasks given to controllers.

The basis of most aviation law in all States is contained in the Annexes to the Chicago Convention. At the time of writing there are 17 such Annexes but for the purposes of this series we will look at three of them, Annex 2 "Rules of the Air". Annex 11 "Air Traffic Services" and Annex 17 "Security". Each Annex may be made up of some or all of the following: the Annex and material approved by the ICAO Council for publication with Standards and Recommended Practices.

The Annex itself includes Standards which are defined as any specification for physical characteristics, configuration, material, 26

The first duty of each controller, as far as the law is concerned, is to know what law applies in his case. Most countries apply ICAO Standards but some have stricter standards defined in their municipal law. If ICAO Standards only apply, then the law is contained in the ICAO Annexes to the Convention. Yet before studying the Annex the controller should look behind the red page to ascertain whether his country has filed any differences and note what these differences are. Controllers employed by international organisations where they control across national boundaries should note the differences of all the States concerned. Those who control over the high seas should note that there are no exceptions to the ICAO Annexes in such airspace, despite what national regulations may lay down and it is prudent for such controllers to note where their national territorial waters end and the high seas commence if procedures are different. Looking only at Annex 11 at the time of writing, 30 of our Member Associations are in States which do not differ from ICAO on AirTraffic Services, 12 are involved in airspace where differences have been notified and 10 are in States from which no information had been received by ICAO. Those Member Associations could well approach their authorities to notify the national position for the benefit of all.

Annex 2 Annex 2 "Rules of the Air" contains no recommended practices.

All the information contained therein is therefore Standard. Most of these standards are well known to controllers and comment will therefore be limited to any standards which may present problems.

The first problem arises from the territorial application of the rules of the air. Conflict of the rules of the air should not normally occur when the States are both Contracting States yet a number of our Member Associations, and no doubt controllers in other States, have become alarmed recently at the interpretation by the USSR in the field of radio communications procedures. The Soviet procedures would appear to be in contradiction with Para. 3.6.5 "Communications". The question of the high seas is highlighted in that the rules of Annex 2 are applicable over the high seas without exception and that Contracting States in some cases have accepted

to provide services over the high seas. Providing services does not mean that the airspace becomes national airspace and the definition of high seas is not a national one either. Until international agreement is reached to extend territorial waters for aviation purposes, a move not foreseen, the high seas commence at a three mile limit which is the only limit common to all national claims. Responsibility for compliance with the rules of the air remains the prerogative of the captain of the aircraft. Controllers should remember this especially if providing service outside controlled airspace. If an aircraft is given a turn to avoid unknown traffic, the captain of the unknown aircraft, if he sees the aircraft to which avoiding action is being given, will still expect the rules of right of way to be followed. The general rules on protection of persons and property mainly concern the pilot, but approach controllers should note the rules on minimum heights especially when radar vectoring. Many pilots would prefer to be in the stack to being radar vectored at low levels with a number of other aircraft. Especially on international flights, controllers should be in a position to pass on flight plan details to the next centre. The pilot who has filed a flight plan should be able to presume that he will be cleared along his intended route and that subsequent centres will know what he intends. If the information is not passed, the controller should be extremely careful about clearing to a clearance limit particularly to a point over which he has no control, since lack of onward clearance prior to the point can create problems for the pilot concerned as well as for the next centre. As the captain must inform the controller of inadvertent changes to flight plan, th~ controller also has the responsibility to pass on such information as necessary to the next centre.

Rules are laid down for communications. If one centre is poorly equipped and the adjacent centre well equipped, whereas it may well help the captain to be on a VHF frequency rather than HF, or under radar surveillance rather than procedural control it should be remembered that another controller is expecting the flight and may be taking action on a radio failure. Assistance of this kind is only valid if the controller taking on the flight knows the other traffic on the route, the procedures in the adjacent State and informs the controller whose traffic he is assisting. Very little is laid down in Annex 2 on unlawful interference. Rules are quite explicit on interception of an aircraft. Firing on an aircraft is illegal under the general rules of international law. Annex 2 is completed with the Visual Flight Rules, the Instrument Flight Rules, signals, lights to be displayed by aircraft and the table of cruising levels.

Annex 11 Annex 11 deals with Air Traffic Services. A number of standards and recommended practices are contained therein. Each controller should check on the recommended practices in particular to ascertain whether they are applicable in his State. When referring to "Establishment of Authority" the Annex again states clearly the division between "territories over which contracting States have jurisdiction" and service over high seas". It is up to the State to decide who can best provide the services. The services generally tend to be allocated to the Ministry concerned with transport and controllers may be employed directly by the Ministry. Nevertheless provision is made for services to be carried out by another State or a suitable Agency. This is the legal authority to delegate airspace or to give national airspace to an organisation such as Cenamer, Eurocontrol, East African Community, etc. It should be remembered that if a delegation is made, the legal system goes with the delegation. So, if one State delegates to another State the responsibility for the provision of air traffic services over its territory, it does so without derogation of its national sovereignty. The providing State has its responsibility limited to technical and operational considerations and does not extend beyond those considerations pertaining to the safety and expedition of aircraft using the airspace concerned. The providing State provides air traffic services in accordance with the requirements of the delegating State and the delegating State is expected to establish such facilities and services for the use of the providing State as are jointly agreed to

be necessary. The delegating State should not withdraw such facilities and services without prior consultation with the providing State.

A delegation agreement may terminate at any time with the agreement of the States. This part of the Annex is extremely important from the point of view of the legal liability of the Controller. We will return to this problem in a later Article. Here it is, sufficient to point out that SC VII in Working Paper 53 for the Copenhagen Conference examined the question FIR by FIR and discovered that there are an alarming number of cases where a controller may be liable under three distinct legal systems without ever leaving his place of work. He is liable under the law of his home State which may or may not be in complete agreement with the ICAO Annexes; if he gives a service over the high seas he comes under the law as contained in the ICAO Annexes; and if he provides a service in delegated airspace he may be liable under a legal system different from both and often, as far as procedures of the legal system are concerned, very different from both and often, as far as procedures of the legal system are concerned, very different from those he could expect in his home State. No other profession has such a varied liability while rer:iaining in the one place.

Annex 11 is also the legal justification for Aeronautical Information Publications. It is in this Annex that we find the well known objectives of the air traffic services: prevention of collisions between aircraft, prevention of collisions between aircraft on the manceuvring area and obstructions, expedition and maintaining an orderly flow of traffic, provision of advice and information useful for the safe and efficient conduct of flights and notification to the appropriate organisation regarding aircraft in need of search and rescue aid with assistance to such organisations as required. These objectives and their pursuit by international co-operation were the motives for founding our Federation.

All Controllers give Flight Information and Alerting Service. The other tasks of the controller may be more specific eg. area control service, approach control service, aerodrome control service etc.

The need for air traffic services depends on the type of air traffic involved, the density of air traffic, prevailing meteorological conditions and other relevant factors. Controllers working in planning would do well to remember the last two conditions. It is one thing to standardise the services provided throughout a State but often certain FIR's have different special conditions such as large sea areas, mountainous, uninhabited and desert regions where finding aircraft in the event of an accident could be extremely difficult. In such cases planners should foresee that a minimum of advisory service be provided, if only to ensure filing of flight plans.

Annex 11 gives indications on the setting up of controlled airspace and the types of units which should provide services. The principles of identifiers for ATS routes are also to be found in this Annex. Principles for co-ordination with military authorities are laid down and here it should be noted that there must be procedures on the military side to advise of aircraft likely to enter areas where interception may be necessary. The civil controller must be advised of corrective action which might avoid the necessity for interception, when such action can be foreseen.

Minimum flight altitudes are defined in Annex 11, as are priorities in the event of emergencies, plus the time system to be used for Air Traffic Control. The chapter on Air Traffic Control Service defines to whom service is applied, which units provide which services, operation of air traffic control service and the legal backing for separation minima. These are defined in more detail in PANSRAC (Doc 4444-RAC/501) and Part 1 of Regional Supplementary Procedures (Doc 7030). Doc 4444 will be the subject of the next article.

Transfer of Responsibility Probably the most important item concerning international law and the controller is the question of transfer of responsibility for control and especially co-ordination of transfer. Also of great importance is the subject of air traffic control clearances. These paragraphs should be taken both individually and in parallel so that eg. clearance for transonic flight near a transfer of control point re-

27

quires a double co-ordination. Justification for flow control is also to be found in Annex 11 , as is control of persons and vehicles at aerodromes which introduces into some legal systems a law of trespass which did not previously exist. One point of importance to controllers employed in planning is the question of international agreement when a route is closer to a common boundary by less than the separation minima applicable in the circumstances. Care should be taken not to invent procedures for such routes which involve an excess of co-ordination for a route which is apparently not crossing an airspace boundary.

The other main items of Annex 11 are the principles of Flight Information and Alerting Services plus ATC requirements for communications and information. A good example of the types of legal information the controller should be looking for in the Annexes is contained in the differences filed by Canada and the USA. For Canada the terms " IMC" and " VMC" are not used except by units respons ible for Oceanic areas. Canada had for years used " IFR weather conditions" and " VFR weather conditions " and did not believe that it was necessary to revise this terminology in the interests of air safety. Differences were therefore filed as is perm issible but we have already seen that over the high seas exceptions are not permitted so Canada follows the ICAO procedure over the high seas. It will be noted that the Canadian wording is "units responsible for Oceanic areas " and not "Oceanic Control Centres".

Approach contro l (or " terminal control " as it is defined in Canada) may also control in oceanic areas i. e. over the high seas.

Annex 17 Annex 17 " Security-Safeguarding International Civil Aviation against Acts of Unlawfu l Interference" is unfortunately very brief and is particularly lacking in Standards. Firstly the Annex is applicable for each State in proportion to the prevailing threat of acts of

unlawful interference against international c ivil aviation to which each of its aerodromes or its services is exposed. With the acts of terrorism committed more or less anywhere in the world, it is obviously impossible to predict the proportion of risk involved. Even the word "Security" has not yet been defined. States are given aims and objectives and the requirement to nominate an authority for security but international co-operation and co-ordination rate only the level of recommended practices. A number of references to other Annexes are included to fill out the requirements of the Annex. We in the Federation can only deplore that the last diplomatic conference in Rome did not see fit to incorporate the conditions of the Tokyo, Hague and Montreal Conventions into the Chicago Convention as was proposed by a number of States. This would have widened the cover of these Conventions which we discussed in a previous article to all the Contracting States of the Chicago Convention. It would have left very few States outside the law on acts of terrorism and unlawful interference with aviation. The Federation should support any moves to re-open this path so that Annex 17 becomes a document of more substance.

Because this article has touched only on three Annexes it does not mean that these are the only ones of interest to the controller to discover the law of the air as he must apply it. He is also interested in Licensing, Meteorology, Charts, Units of Measurement for Air-Ground Communications, Operation of Aircraft, Facilitation, Telecommunicat ions, Search and Rescue, Accident Inquiry, Aerodromes, Aeronautical Information and Aircraft Noise.

The next article will take a closer look at the Rules of the Air and Air Traffic Services mainly along the lines of this article for now we are coming to the everyday detail of how International Law affects the controller.

For further study: The Convention on International Civil Aviation, ICAO: Annexes to the Convention , ICAO : Oppenheim 's International Law Vol. 1 Part II Chapter II, Lauterpacht, Longmans. •

News from the Federation 2nd Regional Meeting Pacific Region After the first Paci fic Regional meeting in Auckland (N. Z.) during November 1977, it had been planned to hold the next meeting approximately six months later. However, the problems involved, particularly of travel, caused postponement until September 1978.

The venue fo r the second meeting was fixed and remained Noumea, New Caledonia.

The postponement did have one significant beneficial affect, Daniel Gorin , our ti reless a nd persuasive Regional Councillor, did ext ract a promise from the newly elected President, Harri Henschler to attend. The Presidents' presence at our meeting not only

honoured us and gave us a direct link with the Executive Board, but elevated the standing of IFATCA and the Regional Meeting.

The high regard in which the people of New Caledonia hold Air Traffic Controllers and their international organisation IFATCA was demonstrated by the overwhelming hospitality shown to the delegates by the companies, civil administrations and individuals there.

Travel is always a problem anywhere for IFATCA, as in the Pacific area, where such vast distances are involved. Organising the travel for this meeting was no exception to the rule and it was only through the co-operation of UTA Airlines that the problem was overcome. Of the member associations in the Pacific area only Fiji was unabl e to attend. Observers from Australia and the New Hebrides were present which improved th e representation of the area as a whole.

Harri Henschler arrived at Tontouta, th e international airport Noumea, on Saturday 23rd September and had barely twenty-four hours in which to adjust to time lag, date lines and tropical temperatures before getting thoroughly involved in the affairs of the Pacific .

Early on Sunday morning the Technical Advi sor arrived from Auckland and was extricated from a situation with customs at the airport. Naively attempting to bring g ifts of New Zealand Dai ry Produce without the required certifi cation he was convinced that only the intervention of the President and the Regional Councillor prevented him from spending the week in jail as an " International Dairy Produce Smuggler"!

Having left the arrival hall the President, Regional Councillor and Technical Advisor entered the Departure Lounge and left for a liaison visit to the New Hebrides.

IFATCA President H. Harri Hensch ler on New Caledonia. off-boarding the UTA flight he w as we lc omed at the airport by (right to left) Daniel Gorin. Henri Langlois and Robert Garbe.

28

Mr. Charles Millet, head of civil aviation in the New Hebrides, met the delegation at Port Vila airport and throughout the twentyfour hour visit showed them great hospitality in driving them around

The Pacific Region Meeting enjoyed good attendance and excellent coverage by the news media. You may recognize from right to left Mr. J.¡P. Herrman, R. Durand , N. Vidler, H. H. Henschler, G. Miller, R. Galloway, R. Soar and Regional Councillor D. Gorin (still loosi ng hair).

the area in his car, arranging meetings and providing accommodation in his home.

Port Vila is a beautiful little town in the old pacific colonial tradition. Tourist facilities are being developed and it is hoped that tourism will supplement the main income producer which is Copra and the fledgling beef industry. Tourism of course means increased air transport.

The New Hebrides, shortly to become independent, has for many years been jointly administered by France and Great Britain.

The controllers there are all on different contracts either to the French or British administrations and it would appear that Independence arfords a good opportunity for rationalisation of engagement contracts. Besides fam iliarising themselves with the technical problems of the area and the background geographic and political situation, the IFATCA delegation discussed with controllers the advantages inherent in forming a controllers association.

It is hoped that a New Hebrides Association will be formed shortly and that they will apply for membership of IFATCA. The delegation returned to New Caledonia and were accompanied by an observer from the New Hebrides, Dave Squires, who attended all meetings during the rest of the conference.

The formal sessions of the meeting were delayed until the Tuesday to allow for the arrival of the Professional Advisor (Grant Miller), the New Zealand delegate (Richard Galloway), and the Australian observer (Neil Vid ler) . However, Monday was rounded off with an official cocktail party given by the mayor and city council of Noumea in their impressive modern city hall.

Working sessions began in earnest on Tuesday 26th lasting all that day and on the mornings of Wednesday and Thursday. Following normal tropical routine the working day began early to avoid the heat of the afternoon. Thus it was poss ible to achieve a good working day and to enjoy the official entertainment during the afternoon on Wednesday and Thursday.

A cocktail party sponsored by UTA was held on Tuesday evening and a dinner, sponsored by the French High Commission, on Wednesday. These functions gave the President and Reg ional Executive a good opportunity to meet officers of the companies and organisations with whom IFATCA hopes to foster and improve upon current good relations.

An afternoon visit to lie Ouen Turtle Club (an island resort) was sponsored by Air Caledonia, New Caledonia's domestic air line.

This kind of gene rosity was mu ch appreciated by the delegates, not only for its enjoyment but as it further demonstrated that IFATCA is held in high esteem by these organisations.

The full report of the meeting details the work programme and it is only necessary to reiterate some of the salient points of general interest.

Th e need for an expanded regional executive was disc ussed and a decision was made to introduce the appointment of a Regional Secretary/Treasurer. There is also a necessity for the Technical

Advisor to seek assistance with his portfolio and accordingly was given leave to " recruit" assistants.

The Pacific Region magazine to continue and a compromise was made on its title which will be "Go Ahead - the IFATCA Pacific Region Journal" .

A decision was made to commence work on a long-term project for an airspace plan. This w ill be termed the IFATCA South Pacific Airspace Plan and it is likely that the time scale for full development of the proposal will be two to five years.

As Daniel Gorin is returning to France next year he will relinquish his post of Regional Councillor at the Brussels Conference.

A decision was made to seek a replacement from New Zealand.

Whoever the candidate is, he will have a high precedent to follow.

Daniel will be sadly missed and the meeting paid tribute to his energy and leadership ; it is largely due to his efforts that the Pacific Regional Organisation has been established and operates smoothly. The only good point as far as the Pacific is concerned is that on Daniel's return to Europe we will be sure of one very sympathetic ear to the problems of the Pacific!

The meeting in Noumea was rounded off with a barbecue held at the nickel mining community of G. Montagnat. This final function reminded the delegates of three points, the dependence of New Caledonia on nickel (over 90% of the ex port income), the dependency of the area on air transport (the community can only be reached by sea or air) and the great hospitality o f the people. The barbecue at Ouinne was the function which brought the activities of the week to a close on the same happy note that it had begun.

Although the delegates from Fiji were unable to attend as was the observer from IFALPA and thus their input was missed, the meeting was none-the-less successful. The further development of the Pacific Regional identity ensures that IFAT CA's aims and ideals are being brought to remote areas of the world in a way which would<â&#x20AC;˘have t;ieen impossible without regional development.

R. Soar

4th Regional Meeting Western European Region The annual regional meeting of the Western European Reg ion of IFATCA was held in Madrid on 22 and 23 November 1978.

AFECCA, the Spanish Assoc iation, kindly hosted this meet ing which was attended by some ten member associations of IFATCA. On the agenda were both regional and domesti c problems. A total of eight working papers were tabled for discuss ion a nd actio n.

1.

2.

3.

4.

5.

6.

Report from the 3rd Reg ional Meeting.

Outstanding action from the 3rd Regional Meeting.

Outstanding action from the Copenhagen Conference.

Flow Control in Western Eu rope.

Presentation of the ICA System , Dissemination of information within the Region ,

29

7. Regional organisation, 8. Solidarity within the Federation.

Th e 4th Regional Meeting, chaired by IFATCA Regional Counci llor Bja rne Nilssen, produced some constructive proposals on some of the above items. They w ill be the subject of further discussions at the 1979 Annual IFATCA Conference in Brussels in April next.

Janning stages of the various ATS projects. The authorities conappear to be ill-advised, else professional expertise and knowledge wouldn't be wasted like that.

Of great concern to controllers, flight operators and passengers all over the world should be a sad fact controllers in the Region fear the most : disciplinary action as a result of incident reports.

~erned

Poor Salaries

1st Regional Meeting in the South American Region The inaugural meeting of the South American Region was held in Buenos Aires on 8 and 9 October 1978. Apart from the presence of the IFATCA Executive Board twelve representatives of five member associations in the Reg ion man aged to attend this long overdue meeting . Outside the Host Argentina, Brazil, the Netherland Antilles, Uruguay and Venezuela were represented. The meeting was chaired by Luis Dominguez of ATEPSA.

It is sufficient that a pilot reports an incident for action to be taken against the controller concerned and this could mean possible suspensio n for half a month with 300/o loss of salary.

The already poor financial position of the controlle rs wi ll be weakened to the extent that only an example may adequately illustrate the case.

In one country of the Region controller salaries are sti ll in th e area of the equivalent of US-Dollar 130.- per month, just about enough to meet the costs of living for one week for a small family including one chi ld. In this particular country incident reports to the controller concerned mean ten days without pay, and no way out for the controller to escape from this penalty if he wants to stay in th e ATC service. Other hardships in that country are that controllers have to look after th ei r training themselves. There are no provisions for ATC operating instructions or training courses. Older and more experienced controllers perform on the job t raining with new-comers after some basic knowled ge has been acquired. Th is â&#x20AC;˘ may have consequences . . .

Controller Solidarity

Regional Councillor Luis Dominguez chai r ing the 1st Regional Meeting in South America. Standing behind him is ATEPSA Secretary Eduard Barey. sitting to the left 1s M . Spangenberg of the Uruguayan As sociation who kindly assisted the meeting with transl ations from Spanish to English , and vice versa.

The Executive Board provided answers to the many questions raised on various questions, and it was interesting to note the areas of interest in this particular Region. It Was o bvious that most members of the Region would like to see more co mmunication and participation in IFATCA affairs. A need for more sol ida rity and united effort was recognized an d probably motivated the group to seek th e formation of a South American Group of tFATCA Member Associations.

One of the main hurdles, the language problem of the non-En glish speaking South American members, was hoped to be ove rco me by a long awaited effort on the side of the Federation. It was agreed that majo r IFATCA publications , workin g papers of particular interest and other useful informatio n mate ria l be translated into Spanish and distributed in the Region.

A machinery is now in the process of introducing this valuable service to the Region and the IFATCA Secretariat will soo n start distributing Spanish pamphlets to the associations concerned.

Further the IFATCA Vice-Presidents explai ned the ir duties and areas ot activities at this Regional Meeting. Thus stimulating a lively discussion on va rious matters of interest. First hand information was provided.

From the many p roblems that where h ighlighted at the occasion at the requ est of the associations represented the conditions of service in South America and the lack of recog nition were the most imminent ones.

In some South American countries still no account is taken of the view of civil controllers nor are they a llowed to take part in the

30

Not too long ago an initiative, which in some way is unique in the world of controllers, was taken up by so me South American controllers when replyi ng to a newspape r announcement where specialized technical courses were offered by an Italian education organisation.

After finding out that also courses on subjects re lated to Air Traffi c Control wou ld be arranged for, interested controllers th rough th ei r national associatio n applied for such co urses. Indeed an initiative wo rth to be praised. Even the natio nal authority appreciated that initiative and readily prom ised to su pport th e venture. A programme was finalized with the Italian organisation and the Selenia Radar Company, incidentally a Corporate Member of IFATCA. The sponso ring Italian organisation made some mo ney available to give course attendants a reaso nable financ ia l support in the form of per diems, as the employer felt unable to provide extra mo ney to participating controllers. The only support the authority could render was in the form of a free-II ticket (space available basis) to Europe and the provision of extra leave for th e duration of the course plus two travel days. Also participants were given the possibil ity to apply for a credit to meet some of the ex penses while abroad. Just an advance payment! ...

So the first enthusiastic groups consisting of 6 to 8 male an d female controllers headed for Italy. To most of th e co ntro llers it was their first trip to Europe. What an exciting experi ence.

The lessons on basic ATC, radar techniqu es and principles of automation were found both useful and instructive. But when the date of return was due, there were at times no free seats o n the airplane.

Al right, for one or two days you probably can manage, but most recently one of the groups was badly stru ck. Strike on Rome, tra in to Milano, Italy, weather below minima there ; train to Munich, Germany, flight to Frankfurt, stuck again, all flights to Sou th America full. After one night in a hotel and two nights at the airport all money was gone. Time for the group (orig inally eight, six w hen arriving at Frankfurt) to remember that the Federation is a big family. The following is really worth to be put on record as another prove of solidarity among co ntrollers and the readiness to help where help is needed.

BOOK YOUR FLIGHTS on DIRECT B747's and 707's to

BUENOS AIRES and

RIO DE JANEIRO and on to SAO PAULO MONTEVIDEO SANTIAGO ASUNCION PORTO ALEGRE LA PAZ LIMA and 41 other cities in South America.

For further details, contact our Booking Offices or your Travel Agent.

?!!J;AEROLINEAS HRGENTINAS

31

ed at improving the situation in air traffic contro l in the African Region.

Th e Executive Board of IFATCA, in session in Khartoum over routine matters at th e same time when representatives of four African countries had their regional meeting, made a stron g motion towards the necessity to improve both the installations at ATS units and the navigational facilities. Also th e number of personnel and the renumeration are too low to adequately meet the required :;tandard.

The regional meeting provided a clear picture of how serious the situation is in a number of African States.

The Executive Board answers to the many question s put forward from members of the South American Region.

Measures to be taken to improve the situation we re discussed.

In addition, a number of IFATCA questions were tackled and a lively exchange of views took placz o n various occasions between the Executive Board and high ranking officials of the Sudan ese Authorities, including the Vice-President of Sudan. Conference attendees we re very g rateful for the smooth organisation of the meeting by the Sudanese colleague:;, and for the sup port re ndered by the authoritie::, Sudan Airway::, Air Taxi , and many other com panies. In the next edition of THE CONTROLLER a more comprehensive report of the meeting will be published.

GU

Controllers at Frankfurt immediately came in for suppo rt. With the help of personal contacts to some airlines and their readi ness to assist and cooperate under the circumstan ces one controller cou ld be put on the way home the same day, although the airplane was ful l. A cockpit pass was made available. Another one could travel two days later, also in the cock pit as th e plane was full. A ll the stranded colleagues, one of them well-known to the Federation from many conferences, were given ho me and hospitality by some Frankfurt col leagues.

They rea lly felt at home, a good feelin g for both the guest and the host. The last three controllers were put on a fli gh almost two wee ks after t hey arrived in Frankfurt. A telex sen t to th eir employer with a req uest to upgrad e th e ti cket to F-1, a status enabling the passenger to book his flight, was answered in t he negative. So what could the poor fe llows do?

Faci t : althoug h the valu e of the co urses was recogn ized by the authority conce rned , they d id not accept the responsibility of full patro nage. This training , although benefic ial for the employer as well, was put onto the private account a nd expense of the controllers co ncerned. Something in the line of a nice holiday in Europe with a little bit of information on AT C. What an attitude? We leave it to t he reader to c lassi fy hi s fee lin gs.

David K laye, Ghana, the IFATCA Regional Councillor fo r the African Region. stands up to open the first Regional Meeting i n Afri ca. He welcomed the del egates from Egypl, Kenya, Sudan and Tunisia, and introduced lhe m embers of the Executive Board.

Some of th e above ma kes p retty disg usting reading and iA case such co mments are considered unfair by the autho rities co ncern ed we offer th em space in o ur worl d j ou rnal TH E CONTROLLER to give thei r po int of v iew and justify th eir attitu de.

Th e Federation is standing by to record any indication of changing th e present po licy adopted by some South Ame ri can aviation aut ho rities. At many occas ions IFATCA has exp ressed its firm inten tion to assist controller orga nisations and aviation authorities al ike to open the dialogue and to find su itable ways of cooperation with a view to improving th e q uality and con dit io ns of th e air traffic serv ices, two ma jor criteria for a safe and efficient air navigation system .

GU

STOP PRESS 1st Regional Meeting in the African Region From 4th till 11 th February 1979 Khartoum saw quite some activities in th e field of air traffic con trol. Ad equately cove red by the local and intern atio na l press a number of meetin gs took p lace aim32

Confirmation of the First Orders for the Boeing 757 In confirming the orders of Eastern A ir Lines and British Airways for its future sho rt/ medium-haul B-757, Boeing stated that the annou ncement of these intentions to purchase enab led it to pursue its pre- production work actively.

The 757 will be a short/ medium-haul twin-j et with a cab in equipped to take six passenge rs abreast separated by th e c entral aisle.

T he width of its fuselage - 3.75 m - will be identi cal to that of the B-707s, 727s and 737s and, depending on th e vers ions, it w ill be able to take 174 to 207 passengers.

T he orders for Eastern Air Lin es an d Briti sh Airways are for respectively 21 and 19 aircraft with a total value of 8 1,000 million.

Eastern has stated its intention of taking options on 24 more airc raft.

The two airlines have chosen the Rolls Royce R.B . 211 -535 to power their 757s. This engi ne w ill develop a thrust of 16,600 kg and wi ll be slung under the wings, as on the 737. Th e eng in e is a redu ced-thrust version of the R.B. 211 powering the 747.

SUD~N

Cairo daily flight

~IR\N~YS

New UnderThe fun

Ndjamena-Kano onceaweek

Romefour flights a week

London six flights a week Sana a once a week Frankfurt three fl ights a week Gulf three flights a week Jeddah daily flight Athens once a week Nairobi t hree flights a week Central booki ng Tel 76411 -74113-70120 (for international and domestic flights Gulf and Jeddah flights Tel 74170

33

18thANNUAL CONFERENCE of the International Federation of Air Traffic Controller's Associations Brussels, Belgium, 23-27 Apri11979

General Information

Provisional Timetable

Location: Sheraton Hotel

Su;iday 22 April 1979

Official Language: English

1300-2000

Registration

Registration Fee: BF 2,500.-

Monday 23 April 1979

Ladies Programme: A Ladies Programme giving general impression of Brussels and the host country will be arranged.

0900-1300 1600-1800 1800 1930

Travel: Negotiations are in progress with the National Air Carrier for special air fare reductions.

Further details will be supplied later.

Secretariat: IFATCA '79 BRUSSELS Organizing Committee Belgian Guild of Air Traffic Controllers Brussels National Airport B-1930 ZAVENTEM Belgium

Registration Opening Ceremony Opening Technical Exhibition Social Function

TuÂŁsday 24 April 1979 0900-1200 1200-1330 1330-1500 1530-1830 2030

Working Sessions Lunch Working Sessions Technical Panel Social Function

Wednesday 25 April 1979 0900-1200 1200-1330 1330-1700 1800

Working Sessions Lunch Working Sessions Social Function

Thursday 26 April 1979 0900-1200 Working Sessions 1200-1330 Lunch 1330-1900 Working Sessions Evening at leisure

Make BRUSSELS your rendez-vous for1979 !

34

Friday 27 April 1979 0900-1300 1300-1430 1500-1700 1800

Working Sessions Lunch Final Plenary Closing Session Departure to Leuven for Farewell Party

News from Corporate Members Cossor Electronics Ltd. Henry Takes The Full Cossor Service Cossor Electronics, the Harlow based electronic systems manufacturers have appointed Mr. Henry Lassman as General Sales Manager of their Service Division. Mr. Lassman, who lives in Bishops Stortford and is a Chartered Engineer and a member of the Institute of Radio and Electronic Engineers joined the Division in 1963 and until December was responsible for servicing carried out at the Pinnacles. Now he will be involved in the sales of all aspects of the Service Division organisation, including training and service in the field.

The Cossor Service Division is one of the major operations of its kind in the country. It carries out repairs and installation work for both Cossor products and other company's electronic systems.

The Division is organised on a truly international basis and Cossor Service Engineers often spend periods abroad. Engineers are currently working on installations in Malaysia, Finland and Norway.

A fully equipped training school is also part of the Division.

Courses can be arranged covering virtually any electronics based subject and students come from all over the world sometimes spending up to a month learning the up to date technology that the school provides.

International Air Carrier Association IACA Forms European Air Carrier Assembly (EURACA)

In addition to legal and administrational tasks specifically related to regulatory procedures within Europe, EURACA's activities will concentrate on the economical, fiscal and operational conditions affecting European charter carriers and their passengers. As a group the Assembly will work towards combatting ever increasing costs in navigational charges, such as those imposed by Eurocontrol, landing and handling fees and the implementation of new governmental taxes and levies on charter traffic. These charges are specifically discriminatory against the development of low-cost travel. As such they are not in the public interest since it is the passenger who ultimately has to bear the increases in the overall ticket price.

EURACA aims to cooperate as closely as possible with all bodies and agencies involved in the safety and efficient operational :;$pects of air travel in matters such as air traffic control, airport facilities and security to continue to maintain the highest possible standards and services for the travelling public.

Philips AEROPP Message and Data Switch for Amsterdam Airport Since their introduction last May the AEROPP I and 11 DS 714based message and data switching systems from Philips Telecommunications for aeronautical networks, have met with considerable success. The company has recently received its sixth contract award; this time from The Netherlands Civil Aviation Authority for Schiphol Airport, Amsterdam. Four AEROPP I systems have been sold to date in Spain, Kenya, Paraguay and Venezuela, whilst another AEROPP II was commissioned at Brussels Zaventem International Airport in Belgium at the end of January. The latest order is intended to meet increased traffic requirements and calls for an AEROPP II system to replace the ES electromechanical telegraph switch supplied by Philips in 1967. The latter system continues to give reliable, uninterrupted service in handling some 14000 messages daily.

The new system is structured in software and has sufficient disk storage capacity for linking to both the Aeronautical Fixed Telecommunications and Common ICAO Data Interchange Networks for the exchange of flight information and other data relevant to the control and security of civil aviation operations. Initially the system will be equipped with communications multiplexers for interfacing with 48 low-speed (50 & 75 Bd) FDX circuits; extension to 125 readily being possible. Three VDU operating positions will be provided for performing technical and supervisory control, message editing and formatting functions and communication, service and message verification with remote stations over the telex network. The system is designed to handle ultimately a minimum traffic load of 25000 low-speed messages daily.

Medium speed facilities will be limited in the initial phase to six 2400 bps circuits, four of which will be connected to the CIDIN network and two to the new SARP 11 Air Traffic Control system. Expansion of the system to accommodate a total of 12 medium speed circuits is planned at a later stage.

The system is scheduled for service during 1980.

The International Air Carrier Association (IACA) held its International Policy Board meeting on 5/6October1978 in Seattle, Washington. In addition to normal business matters, the IACA members were provided with a detailed briefing by the Boeing Aircraft Company on their new aircraft and conducted on a tour of the company's facilities.

The IACA Board reviewed developments in the world air transportation system with specific focus on new bilaterals being considered between the US, Germany, Holland and other countries, as well as the regulatory reform progress being made in the US and the legislation under consideration by the Congress.

At this meeting the International Policy Board established a European Air Carrier Assembly (EURACA), which will be comprised of the European members of IACA. The decision to create a semi-autonomous Assembly under the IACA flag was taken at this time to enable more active and direct contact with the Council of Europe under whose supervision will rest the formation of future European transport policies.

EURACA recognizes that the European Economic Community is working toward the uniflication, harmony and cooperation of its member states and the Assembly believes that it is only by establishing unified, liberalized and non-discriminatory conditions under which charter carriers can operate, that low-cost air transport can develop and flourish in the best interest of the consumer.

With a greater increase in leisure time amongst the working populations of Europe, there is an ever growing demand and social trend for low-cost air travel and one to which both the Council of Europe and Governments outside the EEC should respond by creating an environment encouraging the growth and free flow of charter traffic.

The current eleven members of EURACA voted Mr. Peter HanCompact Units solve Security Problem rath, General Manager of Transavia Holland and 2nd Vice President small Airports for of IACA, as the first Chairman of the Assembly and Mr. Garlan Eriksen as Permanent Secretary General of the group. It is proposed to Philips' compact Dynafluor X X-ray baggage screening unit and base EURACA in Geneva alongside the IACA Headquarters to afDynaScreen walk-through metal detector combine to provide a ford the closest working relationships between the two secretariats. practical security package for the small airport.

35

..

11 t

("'"

~t

it

Dynalluor X X-ray baggAge screening unit and the DynaScreen walk-through metal detector - a practical security package for small airports - enables one security guard to monitor all passengers and their luggage.

This installation - in Eindhoven, Th e Netherlands - enables one security guard to monitor all passengers and their luggage without the inconvenience of individual manual search.

The Dynafluor X is castor-mounted, and can easily be moved from place to place if required. It employs a Jew dose X-ray system, so travellers are not obliged to remove unexposed photog.raphic materials from their cases before inspection.

Light intensification produces a bright image on the unit's builtin viewing sc reen , clearly revealing any suspicious contents.

In addition to detecting weapons and explosive devices, the Dynafluor system can alert the guard to the presence of potentially stolen or smuggled goods - cameras, electronic equipment, bottles, etc. It is equally suitab le for screening incoming mail or freighted packages, in locations that may be subject to bomb threats.

The DynaScreen WT-2 metal detector, gives warning of weapons or other metal items carried on the person.

A pulsed magnetic field generated within the walk-through arch excites transient eddy currents in target metal objects. These secondary signals are processed in a key-locked electronics console, shown on top of the Dynafluor cabinet, which actuates a red alarm lamp and an adjustable vo lume audible signal.

Threshold levels can be set to avoid excessive false alarm rates, and for special applications the unit can be set to register only certain types of metal. It is possible to discriminate between magnetic and non-magnetic metals, as well as between those which exhibit high and low conductivity.

Like the Dynafluor X, the DynaScree n is easi]Y .r,elocated si mply by placing the arch in position and plugging into a convenient mains socket. Thus both units can equally be used for shortterm security checks - at conventions, conferences, sporting events - or for sta nd-by duty in large installations.

Racal Thermionics Ltd. Heathrow ICR's complete Nationwide Network In O ctober last an order announced by Racal-Thermionic Limited for two international communications recorders (ICR's) to be installed at London 's Heathrow Airport completes a nationwide network in which every United Kingdom Civil Aviation Authority (CAA) operated airport is equipped with Racal reco rders Archie Farrar, commerc ial director of Racal-Thermioni c Limited, comm ented : " The UK CAA regulations for equipment used at its air traffic co ntrol units are among the most stringent in the world, making it a s ig nifi cant achi evement for Racal-Thermionic to have supplied

36

some 33 recorders for its centres and airports. The ICR is already widely used throu!_;hout the world and an endorsement from such a highly respected ;;uthority as the CAA will further enhance our export efforts.

This latest or-::er is for two ICR 32 dual deck systems - one of a family of n:--;o!ders providing 8, 16, and 32 channels - and will be installed ar Heathrow's control tower. They are sched uled for delivery at the end of this year.

The CAA-operated air traffic control centres and airports use the ICR's to record, on a 24 hour a day basis, all communications between air traffic co ntrollers and aircraft in the airspace under their juristiction. The resulting tapes provide detailed information for the analysis of day-to-day air traffic operations and, in the event of an emergency, a vital record of the events as they happened. â&#x20AC;˘

Spotlight on a new Corporate Member M. B. L. E. Expansion through Technological Progress From Simple to Complex When in 1911 the "Manufacture Beige de Lampes et de Materiel Electronique" (M.B.L.E.) was founded with a capital of 200.000 BF and a staff of 40 people, its production program was limited to the "incandescent lamp".

Already in 1924, the managers of the enterprise presage the enormous development of Herzian-waves transmissions and M.B.L.E. starts the production of electron valves. The "elan" was given!

Henceforward the company will have a we ll determined vocation : electronics, of which it will be one of the stim ulating forces in Belgium, thanks to a permanent research and development effort which constitutes undoubtedly one of the characteristics of M.B.L.t:.

However, it was only in 1947 - the crisis of th e thirties, then World War II braking its expansion - that M.B.L.E. really diversifies its activities thus fully entering an area where progress is made with giant's strides.

Over th e years, its production program is so well furnished that it covers the three traditional phases of technological integration: the components, the app liances and the systems.

This evolution fits indeed in the logical development o f an enterprise which never ceased to demonstrate a technological and industrial mastership thanks to a staff of some 415 researchers amongst whom more than 200 specialized in telecommunications and electronic commutation.

A Highly Diversified Production Very early interested in transistor technics, M.B.l.E. came to study and to produce integrated hybrid circuits and non linear resistances, fields wherein it plays a first pl a n role at world level today.

Successively, coi ls for radio and television receivers, condensers, potentiometers and printed circuitry have been added to its program. In the field of professional app li ances, M.B.L.E. has put to its credit: wire transmissions (harmonic telegraphy and li ne telephony), telemetry and remote co ntrol, radiocommunications (transmitters and receivers), electronni c in strumentation for nuclear physics, emission spectrography, satellite guidance (E.L.D.O.), groundair missiles " Hawk" and sea-air miss iles "Sea-sparred " of Raytheon Overseas.

TIME IS MONEY

- --

----

37

Needless to say that M.B.l.E. is very act ive in the aeronautical secto r.

The co mpany played es pecially an important ro le in the F 104 G p rogram, first i n the el ectronic equipment of the aircraft, afterwards, as Be lgian co ntractor in the prod uct ion of the F 15 A radar, built under licence of the North Ame ri can Aviation.

In this capac ity, it prod uced three important constitutive units of this radar for the Federal Republ ic of Germany, Italy, the Netherlands and Be lgium. The ground test eq uipment of the F 15 A radar for these fo ur c ountri es has also been manufactured by M.B.L.E. On th e othe r hand, in 1972, M.B.L.E. delive red to the Belgian Air Force the nav igat io n radars AN/ APN-1 53 (V) bui lt under licence of t he Ame ric an fi rm G eneral Precision Inc. and intended for the Mi rag e 5 B. Presently , the act ivities of the company in the aeronautical industrial field , are co ncentrated o n th e prod uction of the " Epervier" (sparrow), a n unmanned air vehicle which is one of the elements of an integrated battle-field surve illance and obj ectives-acqu isitio n system. When it is equipped w ith a photograph ic camera, the vehicle returns f rom its m issio n - it is recovered b y parachute photographs w ith the required information of the surveyed zones.

When it is equ ip ped w ith an infra- red el ect ro nic scanning device, it transmits instantaneo usly and continuously a pictu re of the terrain ove rtlown. Day and nigh t. th is picture is rece ived on a ground based telev is ion sc ree n. Elabo rated in co ll aboration with the Belgian Min ist ry of National Defence an d with the support of the Mi nistry of Eco nom ic Affairs, t he " Epervier" is a full o rig inal creation at which the M.B.L.E. resea rch an d study departments have w orked for ten years. The fully succ essful tests ended in 1973.

Fin ally. M. B . L. E. is prepar ing itself to partici pate in the production of a part of t he rad ar for th e Genera l Oynam ics F 16 ordered by the four above men tioned countries (Federa l Republic of Germany, Italy, th e Netherland s. Belgium). the United Slates and " third" c o untri es.

To integrate smoothly into its Socio-Economic Environment About M.B.L. E. someone has written th at it is as discrete as certain components of its produc ti on sche me.

Th is remark is a pertinent one. Discretion seems ind eed to be a constant of its history. T his att it ud e is less the resu lt of del iberat ion , it is rather the co nsequence of a vocatio n of the enterprise and its personnel for h igh technical ity research and products.

To tack le the prob lems of spect rographic analys is, hybrid ci rc uits, remote con trol or nuclear d etection, d oes not generally predispose to triu mphal istic exp lanat ion s.

Moreover, M.B .l.E. is that type of co mpany which ove r th e years has itself integ rated without difficulties i nto the socio-economic e nvironment where it has chosen to l ive and to develop.

Its evolution has always taken place in permanent symbiosis w ith that of t he urban and demograph ic "tissue " of its implantation reg ion , and never the company has appeared to be an "accident" susceptib le to disturb v iolen t ly the structures an d aspirations of the " city " .

At ecological level , notwithstandnig the fact that the very nature of its activities c lassifies it among " clean " industries, M.B.L.E. is constantly worrying to protect its en vironment. It has spent impo rtant amounts to the construction of pu rificatio n stations fo r its industria l waters. All the accomplished efforts at sc ientific , technical and indu stri a l level, make however on ly sense w hen they find a prolongation on human and social level.

To create working c onditions in conformity with the physical dignity and integrity of the human being, to favour his fo rmation a nd his expan s ion by offerinig him tas ks and career prospects compat ible with h is aptitud es , have always been one of the constants of M.B.L.E.'s philosophy.

As job-creator. attraction po le for hundreds of research ers and eng inee rs, M. B. L.E. w ants to be a co mplete en terprise, capable at the same time, to research and to develop - in 1975, it spe nt 38

BF 670 millions for research - to man ufactu re and to expo rt the major part of its production . 67,5°/~ ~f its tu_rn over s tems from export. In that way, the company part1c1pates directly in the econo mic scientific and industrial soar of the c oun try and of the reg ions where it conducts its ac tivities. o n March 18th last, M.B.l.E. celeb rated its 65t h ann iversa ry ! T o a company which for years has not sto pped betting on the futu re by investing considerable sums in research an d formatio n of men, this is not reti remen t ag e but that of al l hopes. â&#x20AC;˘

Universal News FAA CRT's to be Coloured Th e FAA is adding colour to its rada r sco pes in a test programme aimed at helping air traffi c c ontroll ers d ist inguish between different types of in form ation on the scopes. T he c ol ou r disp lay system, developed by Raytheo n, Sudbu ry, MA, w ill add th ree co lours (red, orange and yellow) to the p resent monoch romatic radar displays which show al l informatio n in green. Red w ill be used to depict map lin es and navig at ional ai ds and o ran ge fo r weather. Yellow and g reen meanwhi le, will be emp loyed for ai rc raft data blocks which provide control lers with the identity, altitude and other in formation on the fligh ts they a re handling. T he modifications required to r the test programm e bas ically involve the replacement of the cathode ray tube with one that shows the four co lours and in stall ation of a speciall y-designed high voltage power supply and associated equi pment.

The FAA has awarded the company a S 186.000 con t ract to modify six radar displays fo r th e test prog ramme wh ich w ill be conduc ted at the agency's ai r route traffi c c o ntro l centre in L eesburg, Virginia. Un der the contract, the fi rst two mo dified un its w i ll be delivered early next year for eval uation at the agency's National Aviation Facilities Experimental Center (NAFEC) near Atlant ic City, NJ. The remain ing fou r uni ts wi ll be m od ified at the Leesburg Center.

The test at Leesburg is sch edu led to get under way i n Apri l 1979 and run fo r fou r months. The success of th is test programme could lead to instal lat ion of co lour radar displays at all 20 ai r ro ute t raffic co ntrol centres which handle in strument fligh ts between airpo rt terminal areas in the domestic US. Plans also are un d er way to test colour displays in radar-equ ipped ai rpo rt con t ro l towers.

INTERAVIA

AIRMEC 79 - The Aircraft Maintenance Show for Worldwide Specialists AI RM EC Z URICH - major event in th e 1979 c al endar fo r the wor ld 's aircraft maintenance en gineeri ng industry. Exc lus ive ma rket place for manufacturers, suppliers and service o rganisations on the one hand; and their customers, the chief enginee rs, senio r technic al and mainten ance person nel, supply o ffic e rs, quality c ontrol managers, etc. on the other. The exhib ition w h ich c arries the full title of the International Ai rcraft Maintenanc e Engineering Exhibition, took place from 6- 9 Feb ruary, 1979, at the Z uspa H alls, Z urich, in conj unc tion with a series of compl ementa ry conferences and study tours expanding on th e basic c ivil and military ai rcraft maintenance theme.

Total ly in tern ational in outlook, A IRMEC 79 has attracted many of the maj or nam es in the industry - L ockheed (USA), Netherlands Aerospace, Vickers (UK), Aviation Electric (Canada), Volvo (Sweden), Israel Airc raft Indust ries, Pratt & Witn ey (USA) and Elec ma (France) to name a few.

National and international airlines such as Swissair, Lu fthansa, TAP , SAS, KLM, Aer Ling us and Fi nn a ir, alon g with other servic-

CONNECT THE DOTS GLASGOW• •EDINBURGH MANCHESTER•

•AMSTERDAM LONDON• •ROTTERDAM LE TOUQUET • •BRUSSELS JERSEY• •PARIS •GENOA •MADRID

LISBON•

ALGIERS•

•TUNIS

•CASABLANCA '

e TRIPOLI

•HOUSTON •LASPALMAS

DAKAR•

•BANJUL

•CARACAS •BOGOTA

•KANO

•FREETOWN ' MONROVIA• • • •LAGOS ABIDJAN ACCRA

•RECIFE

•LIMA LUSAKA•

SAO PAULO• •RIO DE JANEIRO

SANTIAGO•

•BUENOS AIRES

ltk easy.We do it all the time.

Every week British Caledonian fly direct from London Gatwick to all these places. Your travel agent knows exactly when.

Mind you, we're not the only national airline covering these routes. On the majority of our routes, we're in direct competition with other airlines. And we never forget it.

Because, unlike most other national airlines we're an independent business. To stay in business, we have to be a little better in everything we do.

If we didn't run a better business we wouldn't have a business to run.

39

· ·installations usually presented s imul ated views of the Prev1ous . . . . s through the forward windows only. For the Sw1ssair a1rport area . . . ·x Vital IV disp lay units w ill be mounted around each • s1mu 1a.or, s1 . . .. ·t t d"splay airport v iews from all angles, in night, tw1l1ght or COCk p1 0 I .

• . ·t· ns good weather or bad. Installation will beg in early day co nd 1 10 . in 1979. .

The scenes displayed on th e simulators are entirely generated by digital computers. No films or video cameras are. used.

Th e installations w ill upgrade or rep lace earlier McDonnell ·t systems currently operated

by Swissai Doug I as V1a 1 . . r, .in addition. to bein g fitted to a new DC-9 S~per .so s 1mul~tor. This w ill be the first simulator available to train pilots in operation .of the DC-9 Super 80 aircraft with its advanced digital in strumentatio n.

McDonnell-Douglas News

Bestsellers

New Pilot-Static Calibrator for the mai ntenance of aircraft Instruments.

ing organisations in Europe and elsewhere were also the re offering specialised maintenance, overhaul and engineering facilities for various types of aircraft and helicopters. engines, airframes and components.

At the A l RM EC Exhibition, the TH OMMEN Instrument Division of REVUE THOMMEN AG, Waldenburg, Switzerland, demonstrated its different ve rsio ns of PITOT-STATIC CALIBRATORS. One, to be used at the flight line, is equipped with standard airc raft instru me nts of approp riate range to test the co mplete pitotstatic system of aircraft including altimeters, rate of cl imb and airspeed indicators.

Another versio n, to be used mainly at the workshop, is eq uipped with a high precision BAROMETER instead of the altimeter and a MICROMANOMETER instead of the airspeed indi cator. Both instruments have an accuracy of 0,1% f. s. and are to be used with conversion tables altitude vs. absolute pressu re a nd airspeed vs. differential pressure. Direct reading of the vertical speed is taken from the rate of climb indi cator as with the fo rme r version .

Both versions are based on the same test set equipped with a hand pump for pressure and vacuum up to 50,000 ft (15,000 m), a variab le bellow for fine adjustm ent of airspeed a nd necessary valves. Pressure and vac uum tan ks enable an easy operatio n, even manually co ntrolled generation of rate of c limbs (not only descent) is possible. Electrica l vibrators and integral lighting for the instruments are available, too.

The comp lete PITOT-STATIC CA LI BRATOR is mounted in an aluminium case w ith rounded corne rs, measurin g 410 '>( 260 X 230 mm (16 X 10 X 9 in). The weig ht is approx. 7 kg (18 lbs). These small dimensions and li ght weight enable the operation by only o ne perso n . The CALIBRATOR can easily be operated on the knees in even narrow cockpi ts. T he connections to the pitot-static system of the aircraft and external pressu re and vacuum so urces (if available) are mad e through doors or wi ndows.

Similar pressure CALIBRATORS can be used for tests and calibration of large numbers of pressu re switches and transducers installed aboard modern aircraft. Nearly on thousand of these CALIBRATORS are in worldwide use in the process contro l departments of the Chemica l a nd petrochemical industry and of thermal and nu c lear power p lants etc.

New Simulation Equipment A S 2.6 m illion o rder for ai rl ine visual s imulation eq uipm ent has been rece ived from Swissair by McDonnell Douglas Electronics Co mpa ny, St. Charles.

T h e ord er . for Vital IV systems to be used on Swissair pi lot training s imulators, re presents the first " wrap-around" use of these disp lays to provid e visual s imulation of airport views for both pilot an d co-pi lot.

40

Fli ht equipment is se lling pretty good during th ese days. A lot of gairline companies are looki ng into modernizing their fleets or are purchasing additiona l equipment to meet the growing demands of the flying public.

At the end of 1978 the big aircraft manufacturing companies had some promising figures in their books. You will be surprised to read app roximately how many aircraft of the various types w e re so ld till the end of the year.

The Boeing company: 1,600 B-727s, 660 B-737s and 440 B-747s.

McDonnell-Douglas: 1,050 DC-9s and 325 DC-1 Os. Airbus lndustrle: 140 A 300.

52nd Session of the Permanent Commission The Permanent Commission of EUROCONTROL, the European O rganistaion for th e Safety of Air Navigatio n, held its 52nd Session in Brussels on 21st November, 1978. Th e session was presided ove r

by Mr. J . Chabert, Minister of Com munications of Belgium.

The Permanent Commission adopted the Five Year Pl an and Long Term Costings submitted by the Agency for the perio d 19791983. Th is is the sixth such plan and gives the programme for development activities and dep loyment of faciliti es to serve a ir t raffic in the upper airspace for which the Organisation is respo nsible.

For the time being, it maintains the form of earlier p lans although the last year enters the period when a n amended Co nvention is expected to operate on when it is foreseen that th e Organisation will conce rn itself with plans related to e n- ro ute general ai r traffic embraci ng all levels of airspace.

Against the backgro und of the Five Year Plan, the Permanent · Co mmission approved th e O rganisation's Investme nt and Operatin g Budgets for 1979. Credits for payment in th e Investment Budget amou nt to 19.062.000 European Units o f Acco unt (EUA), comprising 5.842.000 EUA for the common programme of di rect investments by the EUROCONTROL Ag ency and reimbursements of 13.220.000 EUA to Member States in respect of indirect investments made by individual States in respect of services provided fo r t he EUROCONTROL airspace. The common Operating Budget fo r th e seven States provides for payments amounting to 36. 165.000 EUA. The four States Operating Budget for the BENELUX I Federal Republic of Germany Region totals 49.873.000 EUA o f wh ich 15.540.000 EUA meet the reimbursement of indirect ope rating costs.

The Permanent Commission noted th e seve nth Report by the Study Group of Civi l and Military Altern ates which dealt principally with the q uestion of the basis of assessment of national co ntributions to the fin anc in g of the Organisation un der a new Convention , from 1983 onwards and th e possi bl e tra ns iti ona l fin ancial arrangements which co ul d be introd uced before its entry into force.

The Stud y Group was instructed to co ntinu e to seek una nimou sly agreed proposals to these prob lems.

The Ministers acting in their dual capacity as Members of the Permanent Commission and as National Authorities app roved the Tariffs and Cond itions of Application of user charges to be app lied from 1 April 1979.

DC-10 Record Flight The J ugoslovenski Aerotransport (JAT) DC-10 l anded in Belgrade December 12 to complete a r ecord-setting nonstop flight of 7231 st mls (11 ,634 km) from Long Beach, California.

Elapsed time for the intercontinental flight was 11 hrs 20 mins . The DC-10, a Series 30 l ong-range model , took off from the Long Beach airport at 4.25 pm (Pacific Standard Time) and l anded at the Yugoslav capital at 12.45 pm Belgrade time. Average speed for the trip was 638 mph (1 ,026 km /hr ). Pilot in command was Capt. Slobodan Tranaskovic, JAT Chief Pilot.

The point-to-point record data will be submitted to the Federation Aeronautique I nternatlonale for confirmation as an official record. If con firm ed , the fligh t will be the 13th point-to-point record for a DC-10.

Following the session, the Members of the Perman ent Commission, acting in their capacity as National Authorities, met at the Palais d'Egmont under the auspices of the Belgian Ministry of Foreign Affairs to sign a Protocol to the EUROCONTROL Convention modifying the tax system applicable to the salaries and emoluments of the Organisation 's staff members. The Protocol wi ll enter into force on th e first day of the year fo llowing the deposit with the Belgian Government of the instrument of ratification , acceptance or approval of the seven EUROCONTROL Member States.

EUROCONTROL News

Ratification of Skyjack Treaties "Encouraging" ICAO President Assad Kotaite terms response by o rganization's 143 contracting states, to become parties to three ICAO conventions related to unlawful interference with civil aviation, " particu larly encou raging" . Total of 32 additional ratifications have been received in res pon se to ICAO General Assembly request, issued October 1977, for those w ho had not done so to ratify conventions.

Tota l tally is as follows : Tokyo Convention (1963) on Offences and other Acts committed on board A irc raft stands at 95 ratified ; The Hague Convention (1970) o n Unlawful Seizure of Aircraft at 97 ; M.o~tre~I Convention (1971) o n Unlawful Acts against the Safety of Civil ~viat i on at 93. Last two conventions call for extradition or prosecution of offenders, provide fo r seve re penalties.

A Great Day for JAT On Decem be r 11, 1978, Jugoslovens ki Aerotransport (JAT) formally accepted its fi rst DC-10 tri-jet during a ceremony on the flight ramp at McDonn e ll Douglas Corporation.

Emblematic of the transfer of the DC-10, a model of th e aircraft was presented to Dragoslav Radisavljevic, Director General of the Yugoslav airline, by Charles M. Forsyth, Executive Vice President of Douglas Aircraft Company division of Mc Donnell Doug las.

Slobodan Tanaskovic, JAT Chief Pilot, received a golden key to the DC-10.

The aircraft was named "Nikola Tesla " after the Yugoslav-born scientist w ho developed alternating current and electrical generating and transmission systems.

The JAT DC-10 is a Series 30 ve rsion with a nonstop range of approximately 6000 st mls (9654 km) . JAT w ill assign th e widecabin transpo rt to its Jong-range routes, principally th e BelgradeNew York service. McDonnell Douglas is scheduled to deliver a second intercontinental DC-10 to the ai rli ne next May. Three General Electric CF6-50CI high-bypass-ratio turbofan e ngines power the DC-10. Each engin e produces 52,500 lb (233,520 N) of thrust at takeoff.

The JAT DC-10 has a maximum takeoff weight of 572,000 lb (259, 116 kg), including 36,500 gals (138,153 ltr) of fuel.

With acceptance of the DC-10, JAT beco mes the 39th airline to operate the McDonnell Douglas tri-j etlin er. JAT's fleet a lso inc ludes 13 Mc Donnell Dougl as DC-9 twin-j ets.

JAT presently serves 16 Yugoslav towns plus 41 major international c ities. In March 1979 the airline started regular services to Peking, Peoples Republic of Ch ina, and services to Australia are about to materialize.

From McDonnell Douglas News and JAT Press Re leases

Concorde Cleared for U. S. Service Historic Con cord e flight between Wash ington 's Dul les International Airport and Da llas I Fort Worth can begin as scheduled today following FAA ap prova l of Concorde's use by U.S. carriers. Announcement stated Concorde meets FAA's safety and noise stand.ards .. Aircraft can not fly supe rsonically over land, however. Servi ce w ill beg in with si multaneous arrival of Air France and British Al"':"'ays Concordes at Dallas / Fort Worth Airport. Braniff International p ilots will handle over land flights, providi ng link from Southwest with both London and Paris via Wash ington. U.S. Conco rd e flights heighten hopes in Europe that nin e operational airc raft of the 14 produced will be fully utilized (BA operates five, Air France four) . BA reported to be lookin g for Washington-London load facto rs to in c rease to a bo ut 80% as result of U.S. Concorde inauguration.

New Airport Collision Protection Program Announced Federal Av iation Administration announced new safety program which is expected to provide midair co llision protectio n services to 97% of scheduled U.S. passengers (up from 67%). Described by Adm inistrator Langhorne Bond as "the most sweeping and comprehensive " in air traffic control history, plan includes: an increase to 67 fro m cu r rent 24 in number of airports which provide stringent FAA air traffic control ; adding 80 more to 105 airports at which ai rc raft separation services are provided ; installation of instru ment la nding syste ms at 24 additional small metropolitan airports for use of private plane operators (a measure designed to take small aircraft away from co mmerc ial a irports for practice landings). Controls w ill be extended to ai rcraft fly in g below 5,486 mete rs and more 41

aircraft will be required to carry altitude reporting equipment. By 1980, more airliners and air taxis may be required to carry collision avoidance equipment. Program will cost S 54 million, S 11 million of which is for more air traffic controllers and other personnel. Aircraft Owners and Pilots Association (AOPA) opposes plan saying it will "hobble" all air transportation. It claims FAA has not developed a good "air traffic management" system to avoid midair collisions, says small aircraft played only minor role in them in past. Program was based on study prompted by September 25 midair collision between 727 and Cessna practicing landings at San Diego Airport in which 144 fatalities occurred.

veteran of more than 25 years, "did not obey" a stand-by-for-takeoff order and "did not interrupt takeoff on learning that Pan Am still was on the runway". The report noted the captain "emphatically" informed his flight engineer that the Pan Am jet had left the runway. Death toll was 581 persons including all 248 passengers aboard KLM plane.

The Dutch Civil Aviation Board disagrees with conclusions of Spanish Ministry of Transport that place blame for Tenerife disaster on Dutch pilot. When KLM and Pan American 747s collided, Dutch claim KLM pilot was convinced he had clearance fo takeoff, exactly opposite conclusion of the Spanish report. They say Dutch pilot mistook acknowledgment of the message, "We are ready fo takeoff", as permission; that "stand by" part of tower's message was lost.

Pilot Error in Tenerife Disaster The Spanish Ministry of Transport said "fundamental cause" of world's worst aviation accident atTenerife, which occurred in March 1977, was that the pilot of the KLM Royal Dutch Airlines aircraft took off without clearance. The report noted that visibility was hampered by fog and that there had been radio interference in the KLM cockpit immediately before the crash. Investigators said the captain, a

In U.S., Eastern Airlines were found negligent in 1975 wind shear accident involving crash of 727 in which 113 persons were killed.

Federal court jury agreed with plaintiff's contention that pilot was aware of wind shear and weather conditions and should not have taken off. All but ten of 36 suits filed in connection with crash were settled out of court.

In the Federation's Mailbox Dear Mr. Henschler, we read your article "Aviation and the Air Traffic Controller" in "The Controller 3nB" with very much interest and agree to most of your conclusions.

We do not understand you however, when you state that "responsibilities for aviation safety have been shifting and will continue to shift from the flight deck to the ATC unit".

It is the controllers' assignment to provide informations and clearances that will enable flight crews to conduct their flights as much as possible along the lines they wish to conduct those flights.

Nobody will deny that this is a very responsible task, in view of the growing number of aircraft and aircraft speeds also a task of increasing difficulty, and in view of increasing fuel prices and energy shortage a task of growing importance. There is however nothing to justify your above mentioned statement; looking at the developments in aviation the opposite is quite true: PAR approaches are disappearing, airborn collision avoidance systems will shift at least part of this specific controller responsibility to the cockpit and in ever growing parts of the world pilots have to rely their own air traffic control by means of blind broadcasts.

This development is certainly not welcomed by pilots: we are of the opinion that typical ATC responsibilities should remain within the scope of ATC units - on the other side we would certainly fight a move in the other direction whereby typical flight deck responsibilities be taken away from there; such a move would certainly not be in the interest of aviation safety.

Is it from the controller's point of view, at all desirable to be burdened with additional responsibilities: is it not, in itself, difficult enough to enable a "safe, orderly and expeditions flow of traffic" to speak with ICAO? We believe that both your and our profession are in itself demanding enough and that there is absolutely no need to claim each other responsibilities!

We must comment on one other point in your article: if you want to make comparisons you should take things that are comparable.

It is unfair to put the salary of the highest paid pilot in the world (what is the name of that company? We must write an application 42

at once) with that of the lowest paid controller. As you say in your article: a realistic approach is needed.

Why not compare then the average remuneration of co-pilots flight-engineers, dispatchers, mechanics - to name just a few 0 ; those who have demanding and responsible tasks in aviation - with that of the average controller.

The figures would not be as striking as the ones you have broughl forward - certainly they would be more realistic!

Sincerely Yours, Vereinigung Cockpit e. V. Ton Wouterse, Board Member

.•. and here the President's Answer: Dear Mr. Wouterse, ~h~nk you for y.our letter of 1 December 1978 regarding the articl Aviation and the Air Traffic Controller" which appeared in "The c t e ler", 3/78. on rollt is gratifying to know that you agree with most of my conclusion b I suggest •. with r~spect, that you may have misconstrued the only ~ ut of the article which was to bring to light inconsistencies betwe r~st capabilities of . airborne and ground based systems which • 1 ·n oredner to e . guaran t ee maximum possible safety, have to rely on compatibility rate communications, and exchange of information. ' accu!f. the~e is any blame assigned in the article it is with the authorities pollt1cal m most cases, which neglect the development of their Air Traf . ' Control systems and thus do not provide the user with the ma · fie sible service. ximum pos-

..

To answer your question regarding the shift of responsibility Th. h" has n_ot been sought by air traffic controllers but has been i~po~~~ ~ft t~chnical and legal developments and regulations and exists in f t 1 . y give you only a few examples: ac · will In a radar controlled environment the responsibility for te · 1 ance off published airways rests solely with the controller·rram c ear-

A court _found a controller partially liable for the crash 0 ; a light aircraft which, although warned by the controller, as required of possibl turbulence, followed a jet aircraft too closely and lost control; e

In some countries it is the responsibility of the controller to close down the airport during the existence of certain weather phenomena, thus taking away from the pilot the decision/ option to take-off or land.

Regarding your observation on PAR approaches, they are being replaced by CAT II and, possibly, CAT Ill operations, systems which, the authorities say, are "more cost-efficient".

Airborne collision avoidance systems would be effective only, at this stage of development, if all aircraft in an area were so equipped and are, according to a British aviation expert, "the equivalent of trying to play billiards from inside one of the billiard balls".

And your comment regarding " pilot controlled" a reas in the world emphasizes the claim of the article, authorities take on responsibilities of providing air traffic control which they cannot or prefer not to, for whatever reasons, live up to. IFATCA's aim is to encourage the establishment, worldwide, of safe air traffic control systems. This is why we call for a realistic approach by the responsible authorities.

A "must" for elect ronic engineers or techn icians working in th is field, and "nice to have" for controllers or others who wou ld like to gai n a deeper understanding of the subject, Secondary Radar fills a long-vacant niche in the technical literature of air traffic control. It would make a fine add ition to FAA training libraries. - TKV

historical AVIATION ALBUM COLLECT011·a SElllE.S

PllODUCED BY PAUL R. MATT

VOLU .. l

JC Y

Lastly, what you call "salary comparison". Again this must be seen in the context of the article, to point out glaring discrepancies in the philosophy of varied employers on the emphasis of providing qualified personnel. The figure of S 11,000 (reported as the monthly income of a senior El Al 9747 Captain by Time Magazine) is obviously high enough to attract sufficiently qualified personnel, I would be hard pressed to find a country where 70.00 per month (salary of an air traffic controller in Nicaragua) is above the poverty line. In a demanding interrelated system as aviation the saying of the weakest link in the chain applies. It is then immaterial if you compare his salary to the average cost to Swissair per employee (1977: 29,020 p. a.) or to Cyprus Airways (1977: 3,291 p. a., reduced from previous year as other salaries in Cyprus), in both cases plus fringe benefits such as free travel, reduced hotel rates, car rentals , etc. , the fact remains that this controller is responsible for the safe separation of aircraft.

There was no quarrel with high salaries of pilots, the argument was that in order to attract and to keep sufficiently qualified people a certain m inimum standard of working conditions, which include salaries, must be provided. To repeat, any air traffic control system where controllers, due to low salaries, are forced to hold down one or more outside jobs, is not as safe as the users, aircrews and passengers, have a right to expect.

1 trust that you appreciate the desirability of such safe, wo rldwide, systems and hope to have answered all your questions.

S

S

S

DOUGLAS A·20A ..HAVOC..

Yours s incerely, H. H. Henschle r, President

•7so

Historical Aviation Album, Volume XV by Pau l A. Matt. 72 pages, 120 photos and ten fine-line drawings. Size 81 /2 X 11 inches, paper back, priced US S 7.50.

Publications Review SECONDARY RADAR by Peter Honold, published by Heyden and Son Ltd., Spectrum House, Alderton Crescent, London NW4 3XX, England; Heyden & Son Inc., Kor-Center East, Bellmawr, NJ 08030; Heyden & Son GmbH., Munsterstrasse 22, Postfach 529, 4440 Rheine/ Westf., West Germany; 1976; Cloth covers, 224 pages, illustrated and indexed, Price£ 9.50, S 19.00, or OM 61.00.

Although secondary radar is the keystone of today's Third Generation ATC System, comprehensive books covering the subject of secondary radar have been almost nonexistent. One reason may have been that although the system had i ts beginnings in the later days of World War II, it rema ined a highly classified military secret until part of the system (10 codes on Mode A) was released for civil tests at the CAA Technical Development Center in 1953.

Since then civil usage of the system has grown to 4096 codes on Mode A and another 4096 on Mode c, but information about the system has tended to remain in various bits and pieces.

The new book Secondary Radar puts it all together, providing a very comprehensive coverage of system principles, problems and solutions, right on down to the FAA's electronically-scanned antenna. As one small example, the book contains the best explanation of defruiters that we have seen yet.

The author has been associated with the development of secondary radar equipment, and the training of engineering and technical personnel in Its principles, fo a number of years. As a result the book benefits greatly from his unusually clear and readable explanations.

Secondary Radar is profusely illustrated with photos of American , British and German ground and airborne equipment, and with explanatory drawings and block diagrams which are very useful in gaining an understanding of the various facets of the subject. Incidentally, the drawings are impeccably done.

They add much to the clarity and usefulness of the book.

This book may be purchased from book deale rs, or by mail directly from the Aviation Book Company, 555 W. Glenoaks Boulevard , Glendale, Ca l if. 91202, USA (Catalogue No. ISBN: 0-91185214-X) .

This interesti ng vo lume of the famous Historica l Aviation Album series covers in detail the Douglas A-20 " Havoc". Aeronca Models L & K, BerlinerJoyce XF3J-1 (a Navy fighter of the 30s) and the biography of Rex Beisel. the well-known aircraft designer and eng ineer.

Paul R. Matt. a prominent author. illustrator of a number of aircraft and aeronautical history books. has produced in his latest volume another excellent collection of aviation history.

The history of the A-20 Attack Bomber had been compiled by John Alcorn.

He depicts the long way to success of th is aircraft, illustrated by many rare photos and fascinating stories. Its use in the US Air Force and other country's Forces. Tables containing configuration data are included too. The armament is explained in detail and you may get the impression that the " Havoc" was one of the strongest airc raft in the USAF. The Berliner-Joyce and the Aeroncas are described by Paul R. Matt in a very detai led form so that the reader may acquire a lot of information from the early years of flying. Various versions and their main purpose and areas of activi ty are depicted.

Gerard P. Moran in the last chapter of this book introduces Rex B . Beisel as a designer and engineer for the US government and the ind ustry. Beisel played an important role in the design of many aircraft. including fighters. bombers. racers, trainers. transports. sports planes, etc. His name is attached to famous aircraft l ike the Corsair. Falcon , Hawk, Helldiver. Kingfisher and others. A remarkable career and exceptional dedication are depic ted which may motivate many a student. The Curtiss. Sparti n and Vought companies were milestones in Rex Beisel"s professional career and it is said t hat he deserves to be recognized as an important influence in the development of Naval Aeronaucics. A good reason lo have th is document on your book shelf • tee

43

GULF AIR

history

The Company was founded on 24th March 1950. It started its regular services, connecting Bahrain, Doha, Dhahran and Sharjah, using one Anson Mark 1 seven-seat aircraft. During its first year of operation, the Company added two Austers and de Havilland 86 aircraft.

In the light of the importance attached to the provision of air transport facilities and to meet increasing development in the Gulf area, a preference-shares Private Company was formed. This emphasised the need for air links between the main points in the Gulf area, the possibility of setting up a flying training school, the need to develop maintenance and repair facil ities for all aircraft transiting Bahrain, and the possibility of providing both scheduled and private services for the Oil Companies.

As a result of the growth of the Company's operations and the need for more aircraft, BOAC decided to provide the requ ired increase in capital and thus became a major shareholder in 1951. This enabled the Company to purchase four de Havilland Herons and four Douglas DC3 aircraft. In 1957, ASGUL (Aircraft Services Gulf Ltd.) was formed with Gulf Air as a major shareholder, providing Bahrain with a unique capability for handling operations for airlines operating through its airport.

As business expanded, especially with the participation of oil companies operating in the Gulf area, the Company purchased its first Fokker Friendship aircraft in 1967, followed by a second in 1968 and a third in 1971. In January 1970, the Company entered the jet age by purchasing BAG One-Eleven aircraft. In April of the same year, services between London, Bahrain, Abu Dhabi, Doha and Dubai were introduced with VC10s leased from BOAC. During the same year, Gulf Helicopters was formed, based in Doha, with Gulf Air as a major shareholder.

With the success of these services, Gulf Air purchased four VC10s. These carried a new livery in the colours of the flags of the four Gulf States, Bahrain, Qatar, United Arab Emirates and the Sultanate of Oman. As the first of these VC10s flew into London on April 1, 1974, Gulf Air entered the field of international air transport. This was not the only achievement recorded in 1974. In that year, the Governments of the four Gulf States equally acquired all the airline's shares, including those owned by BOAC and other private shareholders. Gulf Air thus became the national carrier for Bahrain, Qatar, the United Arab Emirates and the Sultanate of Oman.

Since this turning point in its history, the airline has been exerting strenuous efforts to secure equal standing with other major airlines operating in the field of international air transport. For this reason, Gulf Air recently purchased four wide-bodied Lockheed TriStar jets, especially designed to provide maximum luxury and efficiency for passengers. In addition, the airline is presently contracting to add to its fleet five Boeing 737 jet aircraft.

The airlin e' s route network has at the same time been extended eastwards to cover Bombay and Karachi , and westwards to include Paris and Amsterdam.

In addition to its international air tran sport activities, Gulf Air is a shareholder in the Bahrain Hotels Company and, under contract to that Company, has management responsibilities for the Gulf Hotels in Doha and Muscat.

Head Office : PO Box 138, Bahrain Tel: 51 221 Te lex: GJ 8255 GULFHQ London: Corner of Piccadi lly & Berkeley Street. LondonWl V 9 HF Tel: Ol -409 19 5 1 Tele. 2B5 91 GFRES G Am~terdem : Le1dseple1n 1 ¡ 3. Amsterdam Te/: (020) 230005 / 6 Te/ex: 160 65GFANS NL

Pero s : 9 B oulevard d ela M adel eine. 750001 Paris Tel. 261 53 16/ 17 Telex: 21163 9 GU LFAIR F A lso offtces of General Sales A gents: British Airwa ys in U K. KLM in Netherlands. and UTA'" Fr ance.

44

IFATCA Membership Card Benefits List of Hotels granting discounts to IFATCA members upon production of their valid membership card SEE

NO T TRANSF E RABl.E

~VERSE

SIDE

AUSTRIA Parkhotel, Graz Hotel Maria Theresia. Innsbruck Hotel Europa, Innsbruck Hotel Tyrol a nd T ouringhaus, Innsbruck Holiday Inn, Innsbruck Hotel Tourotel, Linz Hotel Sportklause Niederau-Wildschonau , Tirol

INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS ASSOCIATIONS

MEMBERSHIP-CARD VALID UNTIL

CYPRUS

JUN E

Amathus Beach Hotel. Limassol Appolon ia Hotel, Limassol Nissi Beach Hotel, Ayia Napa Paphos Beach Hote l, Paphos Dionyssos Hotel. Paphos

1979

THE HOL DER OF THIS CARO IS AN INDIVIDUAL MEMBER OF IFATCA

LUXEM BOURG CANADA

Holiday Inn. Luxembourg Hotel Empi re, Luxembourg

Seaway Hotels: Montreal, T oronto. Ottawa. Ha lifax, Kingston Hyatt Regency: Montreal, Vancouver, Vancouver Airport Hilton C anada : The Q ueen Elizabeth Montreal. Airport Hilton Montreal , Toronto Ai rport. Harbour Castle Hilton Toronto, Quebec Hilton,

MEXICO H otel Las Hamacas. Acap u lco Acapulco Imperial

PE RU

Vancouver Hilton Hotel L oews La Cite, Montreal

Hotel Crillon, Lima

ENGLAND

PORTUGAL

The Churchil l , Londo n

Lisboa Penta Hotel, Lisbon Balaia Penta Hotel. Albu feira , Alga rve

FRANCE Holiday I nns: Pa ris Orly Airport, Roissy Airport, Avignon, Lille Lesquin. Lille

SEYCHELLES Reef Hotel. Mahe

Marcq en Ba roeu l . Lyon, Strasbourg SPAIN HOLLAND

Penta Club. Ibiza

Hotel Krasnapolsky, Amsterdam Hotel I bis, Amsterdam-Airport

Sun Club Bung a lows, Playa del Ingles & Maspa lomas

SRI LANKA ICELAND

Hotel Lanka, Oberoi. C olombo

Loftleidir Hotel, Reykjavik SWITZERLAND IRELAND International Ai rport Hotel. Dub lin

Hotel d "Auteuil , G eneva Hol iday Inn, Z u rich-A ir po rt Holiday Inn. Z u rich-Regendo rf

KENYA Ho te ls & Lodges of African Tours and Hotels Ltd. South Coast Hotels Two Fishes & Trade Winds North Coast Hotels Mombasa Beach , Mnarani Hotel. Whispering Palms Safari Lodges Kilaguni , Ngu lia, Vo i. Meru Mulika.

Mountain Lodge, Marsabit, Hunters Lodge Mi l imani Hotel , Nairobi Grosveno r Hotel . Nairobi Sunset Hotel, Lake Victoria Tea Hotel, Kericho M t. Elgon Lodge

T UNISIA Hotel Les Ora ngers. Ham mamet

TOGO H otel De la Pai x. Lo me

Detailed information as to rates and hotel addresses are avai lable at the IFATCA Sec retariat and will be provided to inte r ested members o n request.

45

The important thing about this se ·ce is the airline which flies it.

,

TORONTO CALGARY EDMONTON WINNIPEG VANCOUVER MONTREAL OTTAWA LOS ANGELES AMSTERDAM

ROME MILAN MEXICO CITY LIMA NANDI ATHENS HONGKONG TOKYO HONOLULU SYDNEY

For further details contact CP Air Reservations 62/ 65 Trafalgar Square, London WC2N 5EB. 01-930 5664.

~!!~!!B Canadian Pacific,CPAir... keeping the great name great.

Whatever your ATC needs ...

AIRCAT THE MODULAR RANGE OF RADAR EXPLOITATION SYSTEMS meets all the requirements of modern Air Traffic Control, for airports or nationwide surveillance networks: from 2 to 20 sectors; mono- or multi-radar tracking; · operating on PPls, bright displays or synthetic displays; manual or automated flight data handling with PLN editing and dispatch ing on strips or tabular displays; wired or programmable control or ground/air and ground/g round communications.

AIRCAT, the outcome of 20 years of experience in Air Traffic Control.

THOMSON-CSF 40. RUE GRANG E DAME ROSE I B.P. 3 4 I 9236 0 MEUDON I FRANCE I TEL

"' "' N N

DIVISION T-VT (I)

630 23 80

Tail Piece Transcendental Meditation Commented by the IFATCA President We have reason to believe that all IFATCA MA's and many of our other readers have received, or seen, a brochure titled "International Conference on Aviation. Pilot Training and Air Traffic Control. Proceedings of the Conference.". This report was issued by the "World Government of the Age of Enlightenment. Ministry of Health and Immortality.".

In the introduction to the report it is stated "The resulting discussions have brought out a unique solution to the problems of the aviation industry - the elimination of human error through the development of higher states of consciousness".

The Executive Board, during its meetings in June and October, addressed itself to the subject of Transcendental Meditation and decided that the Federation would not be involved in the above Conference nor would it, in any way, endorse Transcendental Meditation as the solution to all the varied problems which plague air traffic controllers around the world.

The matter could have rested there. Except - an individual member of IFATCA and member of SC IV was a featural speaker at the Conference and the fact of his memberships was prominently noted in the report. Thus questions about IFATCA's involvement have been and will be asked.

To clarify the stand of the Executive Board regarding the "Conference" and the "solution" we must state that any organization which feels that a one-day gathering, called at very short notice, can produce a blanket solution to air traffic control problems does not, in our estimation, have full knowledge of the scope of the problems air traffic controllers are facing, and thus any "solution" provided becomes, automatically, suspect. After all, controllers, statistically at least as intelligent as the average, have been attempting to find solutions for many years.

To

On the general matter of Transcendental Meditation we quote excerpts from statements of authorities in the medical and psychology fields: " ... It is noteworthy that most of the references used in these (TM-Ed.) publications are to further publications by the same organization and not to the general literature. This is because in scientific terms transcendental meditation is very much a nonproven technique viewed with some questioning scepticism. Part of the reason is that it has tended to be advanced as a cure for all ills and stress ... " And from another authority: " ... Frankly, we do not have a very high regard for MERU (Maharashi European Research UniversityEd.) or the statements made by Dr. Rigby (Chairman of the Conference-Ed.) and we do not think that TM has very much to offer to controllers. If they wish personally to engage in this activity they are free to do so but we think that other forms of relaxation can be just as effective. The fact is that the so called scientific basis for TM just does not stand up to critical scientific analysis ... " And another authority: " ... A substantial minority of people who meditate develop anxiety, depression, physical and mental tension, and other adverse effects ... " The full texts of origin of the above excerpts can be obtained by requesting them from the President.

Transcendental Meditation - then - is very much a matter of personal choice. It seems to work for some, it does not seem to work for others, and in others yet it seems to have a definite detrimental effect.

Regarding the "solution" to the world's aviation problems the Executive Board is satisfied that our present, realistic, approach is the most promising - whilst we're standing by for a miracle. We should live so long.

• H. H. Henschler

receive your own personally addressed copy of THE CONTROLLER regularly complete this form today.

To

THE CONTROLLER Subscription Service Verlag W. Kramer & Co. Bornheimer Landwehr 57a

D-6 Frankfurt/Main 60 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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48

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 Cessor Radar and Electronics Ltd., Harlow, England Compagnie lnternationale Pour l'lnformatique, Le Chesnay, France Dansk lmpulsfysik A. S., Holte, Denmark Datasaab AB, Jarfalla, Sweden Decca Software Sciences Limited, London, England ELECMA Divisions Electronique 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 Generates 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.

When voice logging is vital This airfield is one of thousands al l over the world handling executive iets. private planes. freight services and leisu re fliers. Just like scheduled airline flights using large airports, these planes depend on clear, accurate 1nstruct1ons from the control tower for safe take-offs. approaches and landing s. Those 1nstruct1ons must be given at the right time. and must be seen to be correct afterwards.

That's why voice logging 1s vital.

Tl1e new 6 and 11 -channel com munications recorders from Philips offer a highly cost-effective voice logging system for small airports. They use the same advanced recorct1ng 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 world - but the cost 1s much lower. A single tape reel gives 24 hours continuous. fully automatic recording on up to 11 voice ct1annels with one c hannel on automatic stand-by.

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

Mail coupon to: Philips' Industries, GAD/ELA. Eindhoven. rhe 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~~~~~~~~~~~~~~~~~-

1 Position I Company/authority I Address I

I I I I

I

I

The new Philips 6 and 11-channel voice loggers

L----------------~