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application might prove to be sufficient. This application will therefore relate mainly to private flying activities of aero-clubs and individual private aircraft owners. operating at random non-scheduled and non-commercial. If small landing site operations will fall under the same possible category of application seems to be doubtful and must be checked carefully. Certain types of general and specific preflight information. such as notices to airmen and weather messages surely can be handled through viewdata systems in sufficient speed and quality. It must. however. be considered that even for such an application an aeronautical information data subsystem data base must exist. Since most of the air navigation services systems of the world do not operate such an AID-Subsystem yet. this problem should be given a higher priority to begin with. Among the countries. who consider viewdata application for the presentation of information data are for instance the FRG. the UK. the USA. France and Switzerland. System Configuration

You certainly know that improper technical air navigation services system co~figu~a­ tion results in operational inadequacies. inefficient performance of system functions and unnecessary expense of money. Did you know that many organizations still do not consider the controller as a manager and as the heart of the system. at least from a point of system philosophy? Since the controller still is the only part of the system to either make or override command and control decisions. and to communicate these to the pilot. all subsystems must assist him in an efficient way. This. however. is often not the case today. Diagram (2) shows a typical configuration of present air navigation services systems with the only difference of the communication subsystem in a future role as communication motor of the whole system. In order to fulfil the operational requirements subsystems must be interfaced in future to combine and/or correlate operational data. The diagram resembles all the required subsystems such as PER Personnel (Training and Simulation) COM Voice and Data Communication NAV Navigation NOTAM Notices to Airmen AID Aeronautical Information Data FPP Flight Plan and Progress Data RADAR Primary and Secondary Radar DI F Direction Finding MET Weather SMC System Monitoring and Control LOG Logistics with the personnel subsystem fulfilling the operational tasks of alerting. informing. adv1s1ng. controlling and coordinating. The weather. notices to airmen. aeronautical information data and flight plan and progress data subsystems also fulfil operational tasks 1n serving airspace users before flight for preflight briefing and flight planning purposes. Whenever one of the subsystems produces data in support of fulfilment of these

tasks a dot indicates which task is concerned. It seems to be advisable to continue future discussion on an effective and therefore economic role of the communication subsystem and overall system configuration along these lines.

My Request Please do not forget that disobeyance of a majority of these requirements and the principles involved in them will not only 'hurt'. but possibly 'kill' you one day! We do not 'know' all the required answers. but suggest that everyone ¡concerned' gets together and discusses possible answers. before hardware is specified and produced. and money is spent on something. which later on turns out to be redundant or insufficient. hurting us naturally. operationally. technically. organizationally and economically. Therefore. discuss. simulate. evaluate and correct more. before you implement and before we run out of tax payer's money! And finally. employers and suppliers. please come and talk to the operations people. who can help you both in determining. what is really needed and what not! You can save money in doing so. IFATCA might be the right tool to do JUSt that.

Increased ICAO Activity in the Next Three Years Delegates from the 1 46 Contracting States of the International Civil Aviation Organization met in Montreal. 1 6 September-7 October. for the 2 3 rd session of the ICAO Assembly. They adopted the work programme of the Organization and budget for 1 981 /82/83 and elected States to be represented on an enlarged 33-member Council. The following member states were elected for three years: Australia. Brazil. Canada. Federal Republic of Germany. France. Italy. Japan. Union of Soviet Socialist Republics. United Kingdom and United States of America. Argentina. China. Denmark. Egypt. India. Lebanon. Mexico. Netherlands. Nigeria. Spain. Venezuela. Algeria. Colombia. Czechoslovak Socialist Republic. El Salvador. Indonesia. Iraq. Jamaica. Madegascar. Pakistan. Senegal. Uganda. United Republic of Cameroon. The Assembly endorsed various recommendations of the Second Air Transport Conference. held earlier this year. calling for a multilateral approach to international fares and freight rates problems and to the regulation of air service capacity. The future availability of aviation fuel and the need for more efficient use of fuel was another ma1or item for cons1derat1on. following publ1cat1on of an ICAO report requested by the last session of the Assembly.

This report analyzes the future fuel situation for civil aviation to the year 2000 against the background of soaring oil prices. the overall demand for energy. the growth of air transport and the measures taken. and likely to be taken. to achieve greater efficiency in the use of aircraft fuel. In the technical field of air navigation. ICAO's Air Navigation Commission will continue its consideration of proposed amendments to existing Standards and Recommended Practices (SARPS) and Procedures for Air Navigation Services (PANS) which provide the basis for the standardization of equipment and practices essential to the safe. regular and efficient conduct of international air transport. In the legal field. the Assembly was asked to approve a draft amendment to the Chicago Convention concerning lease. charter and interchange of aircraft in international operations. The Assembly also examined the question of unlawful interference with international civil aviation. A ma1or area of growth in ICAO's work programme which came before the Assembly is Technical Assistance. The implemented programme totalled $ 41.5 million in 1979 and 1s expected to reach $ 51 million in 1980 with funds made available to ICAO from the United Nations Development Programme {UNDP). Trust Funds (under which ind1v1dual governments finance in whole or in part the cost). Cost-Sharing (a combination of UNDP and government funding) and the Civil Av1at1on Purchasing Service {a facility provided to developing countries for the purchase of ma1or equipment). Since the last report to the Assembly, 50 large-scale pro1ects have been either started or extended. each repre¡ sent1ng a financial input of at least $ 500.000 excluding the rec1p1ent State's contribution. New national training centres have been established 1n Jordan. Mozambique. Pakistan. Zaire and the People's Democratic Republic of Yemen and many training centres. including those serving regional needs. have been expanded. Assistance to improve civil av1at1on fac1lites. including airports. was provided to some 1 5 countries while several other developing countries received help to strengthen their c1v1I av1at1on admin1strat1ons. Even so. considering world-wide needs. the Assembly again drew attention to the important role c1v1I av1at1on plays in overall economic development and to the need for c1v1I av1at1on projects to be given a higher pnonty by the planning authorities of National Admrn1strat1ons. the UNDP as well as by other financing agencies and prospective donor countries 19

IFATCA The Controller - 2nd Quarter 1981  
IFATCA The Controller - 2nd Quarter 1981