IFATCA - The Controller - 1st Quarter 1986

Located in the heart of the Americas , Costa Rica is small in size, but huge in natural beauty . Its mountains and volcanoes, of artistic magnificence, surround San Jose , Costa Rica 's capital and most beautiful city. Nightlife in San Jose vibrates with excitement . People gather in discotheques , nightclubs , cinemas, clubs , theaters and restaurants.

But if you are looking for peace and tranquility , Costa Rica 's beaches are among the most beautiful in the world and the re is one for every taste , secluded or with mode rn hotels , white or blacksanded , warm or cold, you may choose among hund reds of them in the Pacific or the Atlantic coasts .

Springlike climate, peaceful and quiet beaches , mountains , volcanoes , nightlife -you name it- we have it!

SA N SALVADOR

1/lacsa The Airline ofCosta Rica

IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Bern, Switzerland, March, 1986

Volume 25 · No. 1

Publisher: International Federation of Air Traffic Controllers· Associations. P.O. Box 196. CH-1 215 Geneva 1 5 Airport. Switzerland

In this issue

Officers of IFATCA: HH. Henschler. President. Lex Hendriks. Vice-President (Technical). E. Sermijn. VicePresident (Professional). U. Windt. Vice-President (Administration). B. Grezet. Treasurer. P. O'Doherty.

Executive Secretary

25 Years IFATCA - by Bernard ROthy

Editor: A. Av9oustis 5 Athens Street 1 72 Nicosia. Cyprus Telephone (72) 44 87 86 Management and Advertising Sales Office: The Controller. P.O. Box 196.

CH-1 2 1 5 Geneva 1 5 Airport. Switzerland H.U. Heim. Subscriptions and Publicity.

Tel. (022) 82 26 79 M. Henchoz. Accounting. Tel. (022) 92 56 82 B. Laydevant. Sales Promotion. Tel. (022) 82 79 83 Production · Der Bund'. Verlag und Druckerei AG Effingerstrasse 1. CH-3001 Bern.

Telephone (031) 25 66 55 Subscriptions and Advertising Payments to: IFATCA/The Controller. Union de Banques Suisses P.O. Box 237 CH- 1 2 1 5 Geneva Airport. Switzerland Acc. No. 602 254.MD L Subscription Rate: SFrs. 20.- per annum (4 issues). plus postage and package : Surfacemail: Europe and Mediterranean countries SFrs. 4.20. other countries SFrs. 5.40.

Airmail: Europe and Mediterranean countries SFrs. 6.20. other countries SFrs. 10.60.

Special subscription rate for Air Traffic Controllers.

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

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

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

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

Advertisers in this issue: Lacsa. Ferranti. Marconi.

Thomson-CSF. Westinghouse.

SITECNA. Selenia THE CONTROLLER/MARCH

1986

page2

Singapore ATCC

page 10

Safety Reporting System

page 14

New Cairo Air Navigation Center

page 15

Kai Tak sets course for the 1990s

page 18

New Jeddah International Airport

page 22

Newsbriefs

page 25

Marseille ACC

page27

Editorial IFATCAA World of Cooperation IFATCA has become an important element in the objectives of nearly all air traffic controllers throughout the world.

For controllers. under their national associations large or small. IFATCA means progress and cooperation just like aviation means to all nations.

Progress. because IFATCA transcends national boundaries; brings to its members technology (through its corporate members) and expertise. developed in various countries. and readily transfers it to others.

In 1 9 61 . twelve national associations joined together to create a framework of international cooperation. to develop means of achieving

progress for controllers throughout the world - a means of developing safe conditions for air traffic.

Today. 25 years after it was established. more than 60 member associations participate in I FATCA' s affairs to coordinate procedures and disseminate technical and other information.

The world's air traffic controllers· associations also participate in regional activities which are organized

by IFATCA. The aim is to look into regional problems that may not be of concern to other regions.

Every stage of aviation progress poses a new set of challenges to the air traffic controller: safe and efficient control procedures are to be established; new technology needs to be produced and installed to make efficient use of airspace and personnel; qualified personnel are to man the different positions and train to operate modern equipment.

Throughout its 25 years of existence, IFATCA has faced and overcome many and complex air traffic control and general aviation problems. but always willingly shared the solution of these problems with aviation authorities throughout the world.

Andreas Avgoustis

HOW DO YOU SEE THINGS? Do you have an opinion or idea to share? The Contll"oller' is the place to do it. Just send your comments and a black and white photograph (head shot) to the Editor. 5 Athens St., Nicosia 1 72.

Cyprus.

4

25 Years IFATCA The Story of a Childhood and Youth

by B. 0. Ruth y, S witzerland (Part t hr ee)

Munich The 7th IFATCA Conf erenc e w as held in Munic h. German y. an d in my view marked the t hreshold bet wee n c hildho od and youth. This meeti ng repre sented a milestone in many resp ect s. In his opening add ress. President Tekst ra comp ared the first info rmal me et ing of Frankfurt . 1959. w it h the 7th Conf erence: · Frankfurt was an imp rovi sed . simple and unpretent ious affa ir; M un ic h off ers an overwhelming w elcome t o an orga nized confer ence of an esta blished inte rnat ional organi zat ion. · Frankfurt saw t he represent at ives of 14 European Associations ; Mun ich we lco mes the representat ives of more than 30 A ssociations and contro ller group s from all over t he wor ld. · Frankfurt w as a control ler's meeting; M unich is ho st to an aviat ion me et ing centered on t he air traffic contro l pro fession. · Frankfu rt saw us com ing in tra ins, old ca rs and prope ller driven airc raft; Mu nic h saw most of us arrive in fast modern jet airliners. · Frankfurt mea nt the concep ti on of our Federation; M unich ma rks the advent of its coming of age.

He also apprai sed the situation of the Fede rat io n in his Annual Report. when he said : · 1 will dep art from the usu al fo rm of my report. and devote it th is t ime to t hose problem s w hich have been fo remost in t he m ind s of th e officer s d uring t he past year.

These are the problem s of growth to maturity of the Federation . After only six and a half years we find IFATCA already in the t eenage stage ; the Federation surely is not grow n up yet. there is still a lot to be learned and it can still put on a lot of w eight in member ship . but time has come to seriously consider its future and prepare it for manhood . Most of us know the peculiaritie s of teenage . either from long past ow n experience or from more recent experience as parent s; there is of cour se a great difference in appreciation of these peculiaritie s as viewed from the side of the teen ager himself or from the side of the parents. Howev er mu c h the individual office rs feel th emselves part of the lusty child , as Board of Officers they cannot evade the respon sibilitie s of offic e. which in thi s cont ext can best be defined as that of fo st er parents. In thi s capacity the Board has in th e past year evaluated the prospec ts of th e Federation . and has explored ways and means to make it come up to expectat ions; th e expectation s of its founder mem be rs and those of the aviation w orld to w hich sca rcely six years ago it was intro duc ed as a very promi sing member of t he fam ily . At thi s annual birthda y party we all see th e child nice ly dressed up . Being t he foca l point of th e party makes it seem very happy. prosperou s and even mor e promi sing. In spit e of th e birthd ay party atmos pher e. howeve r. the tim e has come to face the futur e; we mu st look ahead and prepa re fo r thi s future in order to make true

1st Vice-President Dick Campbell presenting a watch to retiring President Tek Tekstra.

2

the expectation s. It is my task . on beh alf of the Board of Officer s. to put the Member Association s face to face w ith the fact s of life of an international organization on its way to maturit y.'

In his annual report the President also reported on the problem of being offici ally recognized by ICAO : · During the 5th Air Navigation Conference in late 196 7 both the President and the Treasurer of IFATCA were attending as members of their respective national deleg ation s. They used the opportunit y to discuss the qu estion of IFATCA being recognized by ICAO with several council members . with memb ers of the Air Navigation Commission and last. but not least w ith th e ICAO Coun c il President. Mr. Walter Binaghi. Discu ssion s show ed that ICAO' s attitude vis-a-vi s IFATCA had changed considerably in that through its work the Federation had shown that it wa s sincerel y stri ving for the declared aims . Nevertheless it was considered untimely to put forward a formal request to be put on the list of those organiz ations who have a standing invitation to ICAO conference s. The reason wa s that IFATCA member ship w as not yet sufficiently worldwide. The Board had therefore only put forth a request to be invited to the 6th Air Navigation Conference to be held in 1969 .' Tek took great plea sure in reporting that this request had been favorably answered by the ICAO Council .

Tek then w ent on: 'Thi s conference marks a mile stone in the history of IFATCA .

Since the Inaugural Conference t he ground has been prepared for further development . Perhaps earli er than expected we are now confront ed with the con sequen ces of thi s spa dew ork . The poli cy of the Board of Offi cers in th e past year has been to explore way s and me ans to open the w ay t ow ard s further expan sion of our activities. The ambitiou s progr am dra w n up by the Boa rd no doubt con stitute s a great challenge to the Federation .'

What Tek had in mind . really. was th e establi shment of a perm anent secret ariat , po ssibly in premi ses owned by the Federati on .. able to cope w ith th e inc reas ing worklo ad .

Committ ee A disc ussed a numb er of important issues to pave the way for furth er developm ent . as reque sted by Tek. Amon g the propo sa ls passed on to fin al plenary. and accepted. are :

Wolfgang Kassebohm. President of the German VDF. abo ut to close the 7968 ConFerence. 2nd Vice- President Gunnar Att erholm (/.) and Treasurer Bernha rd Ruthy watch the Direc tor's reaction .

TH E CONTRO LLER/ M A RCH 198 6

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the decision to establish the Legal Seat (siege social) of the Federation in Switzerland; the decision to introduce a new system for MA's annual subscriptions. based on a sliding scale. At the same time subscriptions were slightly raised. to become active as of 1969; the Swiss Franc was designated the monetary unit of the Federation; the decision to form a Standing Committee VI ·constitution and Administrative Policy·. members to be provided by the Netherlands.

On Committee B professional matters were discussed. as usual. under the quiet. proficient chairmanship of Arnold Field.

Topics were: the elimination of VMC clearances to I FR flights and the fact that such clearances should only be issued on request of pilots; Radio Communication Failure procedures; Procedures for Primary Radar; Civil-Military coordination; SSR in the ATC Environment.

The work program for the coming year was quite comprehensive. SC I. still superbly managed by the UK Guild. was to be supported by the Netherlands (Automatic data processing procedures contained in PANS-RAC and Procedures for Primary Radar). Ireland (Control of VFR flights). Canad? (Reporting and avoidance of turbulence) and Germany (Civil/ Military coordination in relation to the unification of the air traffic services and the utilization of the airspace). Most of this work was aimed at producing working papers for ICAO' s 6th Air Navigation Conference (1969).

The final plenary session was another highlight of this conference. After being President since the constitution of IFATCA. seven years ago. Tek Tekstra handed over to Maurice Cerf. France. The 1st VicePresident. J.R. 'Dick' Campbell (Canada) reviewed Tek's ·regnum· as follows: · Looking back over the past months to the year of the Federation's foundation meeting. when our honorable President.

Mr. Tekstra. was unanimously elected to guide the Federation during its years of initial development. one cannot envisage that it was so long ago.

'As the memorable performance at the Munich Opera ("The Flying Dutchman"

by Richard Wagner) exemplified. our President from the Netherlands has indeed navigated our Federation through its most difficult period to date. Without his untiring efforts and dedication to the advancement of ATC and the profession itself. the enviable position of growing respect and prominence which the Federation now enjoys within the world's aviation community of today might never have been possible.· At the end of his review Dick Campbell handed over a beautiful pocket watch as a memento of the Federation's appreciation of Tek' s exceptional service.

On a proposal by Denmark. seconded

by Rhodesia. the Directors then decided unanimously 'that the Board of Officers develop a suitable scroll for the recognition of Outstanding Service given to IFATCA. and that the procedure associated with 4

such an award shall be incorporated in the Manual'. It was further resolved 'that the first recipient of such an award shall be our retiring President. Mr. L.N. Tekstra. in recognition of his devoted and untiring efforts in providing outstanding leadership and services to the organization since its inception.'

The audience gave Tek a long standing ovation in support of what had been said.

Tek. obviously quite moved by this show of sympathy and appreciation. had to fight to maintain a firm voice in his final address but nevertheless found the proper words: 'Thanks to the cooperation of my fellow officers and the members of Standing Committees. I have been able to complete the spadework for our organization.

Munich must be the beginning of a new period. and for this reason I have decided to step down from this responsible position.

'This period has for me personally been a period of my life which I would not have missed. but I feel it is time to get out of the limelight before becoming an institution.

'The responsibilities of the office of president are a heavy burden for its occupant. The experience is often gratifying and enjoyable. but the burden always remains. knowing full well that the requirements are too high to be met. if even for 50 percent. I am extremely grateful for the confidence and loyalty you have extended to me. and which you have confirmed again this afternoon by your motion of recognition and this beautiful present. Thank you very very much; I can assure you they will be treasured memories.'

Apart from Maurice Cerf who took over office from Tek. two other new members were elected to the Board of Officers: Gunnar Atterholm. Sweden. as 2nd VicePresident and Horst Guddat. Germany. as Honorary Secretary.

On the social side the German Association had (again) done an excellent job in preparing for the conference. As mentioned above the evening at the opera was a unique event. The VDF had. however. also made sure that the Bavarian 'GemOtlichkeit' found its way across to participants.

The final highlight was the farewell party. first of its kind. on the evening after the closing of the conference. It was great success.

In autumn 1968 the new President.

Maurice Cerf. accompanied by the Editor.

Walter Endlich. and the Treasurer. Bernhard Ruthy. followed an invitation received from the Civil Aviation Workers Union (CAWU) to visit the USSR. The visit was rewarding in that it provided ample opportunity for discussing professional matters and gave an insight into the organization. methods of work and the 'tools' of controllers in the Soviet Union. Several formal talks took place with the executive of the CAWU. These showed that our Russian colleagues were very interested in the work of IFATCA but were not ready to join the Federation (although their pilot section is a member of IFALPA).

IFATCA held its meeting in the eastern part of Europe. The conference was opened on March 24. 1969. by Alexander Stefanovic. the President of the Yugoslavian Air Traffic Controller's Association. He pointed out that this year already was the 10th anniversary of the first informal meeting in Frankfurt. He also said that 'to consider in detail the great variety of opinions on aviation matters. mutual understanding is necessary - and the air traffic controllers don't lack it'. He called upon participants to show tolerance in the discussions. 'The only field of activity of our Federation where tolerance must not be shown is the struggle for the improvement of safety in the air.'

Maurice Cerf had worked very hard to get familiar with all the finer details of IFATCA life. He opened his first annual report by saying. "The first remark I can make is that the respect I felt for our past president has. during the past twelve months. gradually changed into an intense admiration.' For those who had been on the Board with Maurice during this first year it was. however. very pleasing to see how soon he had got the overall picture and how elegantly he managed situations where he was not yet quite sure. During opening and final plenary sessions he made sure that the more experienced members of the Board were sitting to his left and right as quiet advisors. He thus easily managed all the unforeseen procedural cliffs.

The working sessions of this conference were - very conveniently - held in the House of Youth where good conference facilities were available. The only problem our Yugoslavian friends had not possibly been able to foresee was the fact that construction work in the street in front of committee rooms produced considerable noise and could not be halted for four days.

Alexander almost had a nervous breakdown over this problem. Nevertheless. a lot of business was done during these four days. Some of the highlights were: Sub-Committee A was chaired by J.D. Lyon (Canada). Vice-Chairman was JeanDaniel Manin (Switzerland) and Secretary · Ted McCluskey (UK)- a group of dedicated people of which each in his own right ~as (or still does) contributed a lot to the improvement of the Federation.

The Sub-Committee formally ratified the system of ·sliding scale' subscriptions agreed to in Munich. to become effective as of 19 71 .

It was recommended that SC IV coordinate with the International Labour Office (ILO). Geneva, on the proposed ILO questionnaire on working conditions in ATC. under the guidance of the Board of Officers.

Terms of reference for SC VI, established at the Munich conference, were accepted.

Considerable time was spent on the issue of Regional Organization. Terms of reference for Regional Liaison Officers (ALO) (today RVP) were accepted. It was proposed to plenary that the areas of responsibility of RLO shall conform. as far as Belgrade practicable. to the ICAO Regions. ConferThe 8th Annual Conference was ence was to nominate a member associanother new experience. For the first time ation from within the region who should THE CONTROLLER/MARCH

1986

After a busy conference a day's excursion to Dubrovn ic gave participants an idea of old historic sites.

family in a foreign country . Unfortu nately, aher some yea rs the impetus was lost and the scheme quietly forgotten.

Chairman J. D. Lyon and a number of directors expressed their concern about the fact that conference papers were ohen recei ved late or only in oral form at the conference. Strict By-Laws were introduced and later adopted in plenary on the processing of conference papers. The situation really improved considerably at subsequent conferences .

The question of an increase in salary for the Exec ut ive Secretary was discussed as directors felt this wou ld be very appropriate. Geoffre y Monk, in his usual modest way proposed that the matter be leh as it was . His advice was only partl y taken up: it was resolved 'that the Conference bestow upon the Executive Secretary, G.W. Mon k, an honorarium in the amount of SFr. 2500 as a token of appreciation to him for the outstanding services rendered over the years in the interes t of the future of the Federation and the advance of the ATC profession to which he has devoted his talents for the better part of his life for the benefit of all concerned who so serve the aviation public.· Sub-Committee B. again chaired by Arnold Field , mainly processed professional 'technical' matters in relation to past or forthcoming ICAO conferences.

Among these were : Application of secondary surveillance radar: Air-ground communications : Separation of aircrah by ATS : Reporting of position for ATS purposes ; Reporting and avoidance of turbulence : Coord inatio n in respect of the provision of flight information and alerting service: Coordin ation between units providing area control service within contiguous areas Transfer of commun icat ion/control : Relatio nship between ' Clearance limit' and ' Cleared flight level':

Board M eeting at the end of conference

Dick Campbell(/.),

provide an RLO . The memb er association would be requested to nominat e the liai so n officer. Where there was an elected officer w ithin a region he cou ld be asked to act as RLO for thi s particular region . A new budget item was to enable RLOs to increase activity in the regions.

A working group of the Sub-Committee had discussed in detail the report of the Canadian Association and the 2nd VicePreside nt on the IFATCA Manu al. It was recommend ed to plenary 'that th e Manual reflect the current operational functions of the Federat ion . that it be reviewed annually by SC VI under its terms of reference , that the Executive Secretary be charged w ith preparing and distributing amendments to the By-Laws and t he Manual as required .' SC VI was ·empowe red to rewr ite and re-arrange the present co ntents of the Manual in a practical form to include present policy and appendices of pertinent historica l information under cor related referen ce headings using an appropriate numbering system.'

THE CON TROLLER / MARCH 1986

Horst Guddat and Geoffrey Monk (r.)

Mr. Dunant of the ILO addressed the committee and explained the purpose and scope of the proposed study of conditions of service in air traffic cont rol. I FATCA was asked to assist in col lecting information. In fact it was Jean -Daniel Mon in of the Swiss Association who wrote the report on behalf of th e ILO .

Another important item was 'Se izure of and Attacks on Civil Aircraft'. Member Assoc iat ions were to urge their national governments to become parties , as soon as possible, to the Tokyo Convention on Offences and Certain Other Acts Committed on Board Aircrah, in a wo rd hijacking .

The Board was given terms of reference for dealing with any situ ation in which the Federation may have to act .

The honorary secretary's wife. Heid i Guddat. had helped in setti ng up a ch ildren· s vacation sc heme and volunt eered to manage the project . The conference expressed its thank s t o Heid . Over the years several c hildren thus got the opportunity to spend some t im e wit h a contro ller

Two of the organ,zers of the Belgrade Conference Mrs . B. S1m,c. Drago Zwcov,c

5

Special VFR-flights entering a control zone (CTR); Phraseologies - General - Designation of units; Phraseologies - General - Level changes reports and rates and many others.

On some of the items the Sub-Committee accepted Working Papers to be submitted to the 6th Air Navigation Conference. On others it formulated IFATCA policy.

In his report to final plenary J .D. Lyon informed that the Sub-Committee proposed to accept the Cyprus ATCA as new member of the Federation. This was adopted unan imo usly by plenary .

On the application of the two US organizations ATCA and PATCO. although there had been a lengthy discussion in Sub-Committee A no definite proposal had been arrived at. The final plenary then decided to defer the matter . The Board of Officers was charged to conduct a postal ballot on the question of amendment to th e Const it ution to allow one member association only for each state.

The report of Sub-Committee B was accepted unanimously.

The next item on the agenda was the presentation of a Scroll of Honor to Past President L.N. Tekstra (The Netherlands).

President Maurice Cerf read the Laudatio in well chosen words. Mentioning that Tek 'i s definitely adverse to compliments. more especially when they are directed to him' ended with saying: 'Tek, your ordeal is nearly over and before ending it let me say that I am particularly pleased, as your collaborator of the first days and as your friend, to present you w ith this scroll awarded to you by decision of the 7th Annual Conference of IFATCA. in recognition of your outstanding leadership as the first President of the Federat ion, during the years 1961 to 1968. During these formative years, you earned the undying gratitude of the Federation for your untiring effo rts to enhance its status and influence.

Tek, accepting the Scroll of Honor said how honored and pleased he was to receive it. '/ would, however , like to stress the fact that my work was part of the work of a team . I expressly wish to share this honor with all those who have assisted me in carrying out my duties during my term of office. It is impossible to mention all of them, but I would like to name the members of the first Board, our old friend s Hans Thau. the driving force in the formative years, our President Mauri ce Cerf, and Editor Walter Endlich , who is the only one of the Board to have continued for all these years ; our friends Henning Thrane and Roger Sadet, and our Executive Secretary, Mr . Geoffrey Monk, whose assistance has been magnifi cent. For the technical affairs I must mention our good friends Arnold Field , Dick Mundy and the members of SC I who did a great job in sta rting to build up the technical policy of IFATCA. Last, but not least I wish to share thi s honor with my wife Toos and our four kids who have suffered through all those years under the I FATCA-iti s that had struck me · After a number of guests had addressed the co nference President Cerf thanked participants for their work well done and 6

the Yugoslavian Association for the effort the y had devoted in the preparation of this conference.

It was then Alexander Stefanovic' s turn to propose the closure of the 8th I FATCA Conference. The proposal was carried unanimously.

That did, however, by no means constitute the end of events. In the evening there was again a 'farewell party' in a nice restaurant on a hill outside the city of Belgrade . I still remember how nicely the tables were set when we arrived. There were water jugs on the table that many delegates gratefully used to have a cool drink before the meal was served. It was only afterwards that they found out the clear water was not at all what they had expected . It was Slivovitz which, consumed as water , can do funny things to your system.

On the day after the conference one of the local airlines provided two flights for delegates from Belgrade to Dubrovnik on the Adriatic coast. Although it was a bit rainy the excurs ion proved to be a success.

The old City of Dubro vnik with at least part of its ramparts around the harbor still existing provided welcome relaxation after the hectic work during the conference.

Montreal The 9th Conference was held at Montreal, Canada, May 11 through 14, 1970.

Again, it was a conference of many 'firsts'.

For the first time IFATCA held its Annual Conference outside Europe . The problem of getting there was, at least in part, solved by the German Air Force which made avai lable some 100 seats on one of its B707 from Cologne , Germany , to one of its training bases in the US, making an intermediate stop in Montreal. This was a very appreciated 'f irst', as otherwise many delegates would have been unable to attend.

Another 'first' was the attenda nce of the President of the ICAO Council, Mr. Walter Binaghi , at the Opening Ceremony.

During his address he said: 'You rs is a young organization, as it exists only since 1 961. but you have given ample proof of your dynamism. You have extended your field of interest more and more throughout the world, you have given better ans better servic e throughout cities and regions, and you were kind enough to organize your annual congress in our city. We are there fore pleased to recognize that your progresses are becoming better and better.

We also support your contribution to air traffic activities. You have taken an active participation in our procedures for air traffic cont rol. Again I would like to thank you for you r efforts and I wish you great success in your deliberations.· The roll ca ll showed that of 26 Member Associations 23 hade made it to Montreal (Iran, Italy and Turkey being absent).

Maurice Cerf was pleased to report that applications for membership had been received from seven associations. They were to be discussed, as usual, in SubCommittee A. Reporting on activities during the past year the President underscored the successful participation of the Federation at

After the German Airforce B 70 7 had touched town at Montre al Dorval passengers were received by CA TCA ·s Presiden t J. D. Lyon. and a bagpipe player.

ICAO' s 6th Air Navigation Conference (ANC). Our delegates, led by John A. Saker, had been able to ·sell' to participants most of the well founded and well prepared working papers. Thus most of the Federation 's proposals were accommodated in the relevant recommendation s of the ANC. Participat ion of IFATCA was considered successfu l. One of the by-products of this attendance were guidelines for I FATCA delegates attending /CAO conferences, prepared by Jo hn Saker, that even today form part of the Manual.

Maurice then had to report that annua l acco unt s for the year 1 969 had closed with a deficit of some SFr. 5900. He came to the conc lusio n th at only increased subscriptions, as proposed by SC Ill for the years 1973 / 7 4, could help to remedy the sit uat ion gradually. In his opinion the situ ation was not yet alarming but 'should be conside red as a warn ing that approp riate measures must be envisaged now '.

Maurice then stressed the importance of the work of Standing Committee s: · I tru st that every MA is fully aware of the importance of SCs for the Federation Each of them is entrusted with one area of intere st wh ich has a bearing on the pro fession . Needless to say that neither the Executive Secretary nor the Elective Officers would be in a position to emba rk in the number of studies and projects expected from an international organization of the stand ing of I FATCA , Sub-Comm itt ee A was chaired thi s year

by Tommy Thomas. Rhodesia, agai n with Dani el Manin and Ted McClu skey as ViceChairman and Secretary respective ly.

It was recomm ended to plenary 'that the application for membership received from Australia, Hun gary, M alta , Nether lands Ant illes, South Africa and United States (PATCO) be accepted' . The app lication received from Argentina was to be deferred to the 1971 conference .

One of the recommendation s on financia l matte rs was ' that MA s attempt t o include in their annua l return the actua l number of members and the number of THE CONTROLLER / MAR CH 1986

tertain you with the heart breaking story of the departing President. May I say that I enjoyed every minute of the nine years during which I was an officer of IFATCA. and this makes a lot of happy minutes for which I am indebted to the Federation. . . In wrapping up my duties I might quote Shakespeare and say that parting is such sweet sorrow - but I prefer to borrow a line from Pete Seeger and say: .. So long it's been good to know you - but I'v e got to be drihing along".· Once more it should be mentioned that during the last two days of the conference some 1 7 speakers read technical papers which met with considerable interest.

Supporting the papers was a very comprehensive exhibition of 25 organizations.

On the social side mention should be made of a cocktail offered by the City of Montreal in the historic Town Hall and the terrace overlooking old Montrea l.

The farewell party again was a memorable event . One of its highlights was when a group of Indians from the Mohawk secMaurice Cerf with members of the German Airforce 8707 crew and passengers . tion of the Iroquois. living at the Caughclearances to controlled flight to maincontrollers eligible for membership of that nawaga Reservation invested the parting association·. The Sub-Committee then tain own terrain clearance from the SC I President . Maurice Cerf. as Honora ry Chief recommended 'that the proposed new work program. of their tribe with the name of Te Ha HontIt was decided to keep the subject of scale for annual subscriptions for the years sa Hontsi a Kweks (Black Winged Eagle). 'the effects of turbulent wake' under 1 9 7 3 to 1 9 7 4 be accepted as a basis for The honor was bestowed upon him by continuous review - particularly in rediscussion with their national associations Chief Poking Fire. Wrapped in the tribal lation to the introduction into operduring the coming year with a view to takblanket and crowned with the traditional ing a vote on the matter at the 1971 ational service of new and very heavy eagle feather headdress Maurice - I beg annual conference·. transport aircrah (eg B74 7) . your pardon - Black Winged Eagle . smokWhile discussing the repc rt of SC IV the The report of Wolf Goebel. German Ased the pipe of peace and - to the enthus iBoard of Officers was invitE :J to consider sociation. on the subject of 'Civil/ Miliastic applause of the audience. performed whether a Sub-Committee C might be estary coordination in relation to the unisome tribal dances on stage. - Many years tablished to study the work of SC IV · Hufication of the ATS. and the utilization of later Maurice told me how proud he had man and Environmental Factor s in ATC'. the airspace· was adopted as guidance been to be thus honored and how he cherand SC V 'Recruitment and Training of Air material. ished the memories of that event.

Traffic Controllers ·.

Policy on the ATS requirements for AirAgain the report of this annual conferThere were two changes in the Board of borne Navigational Capability was acence should not be finished w ithout menOfficers: Maurice Cerf handed over the cepted. The respective working paper tioning the professional work T.A . ·A rt' Presidency to Arnold Field and Jean was to be made available to the !CAO Cauty of the CATCA organizing committee Gubelmann. Switzerland. volunteered for Review of the General Concept of Sephad done with his group in preparing and the post ofT reasurer. replacing yours truly. aration Panel (RGCSP). managing IFATCA ' 70.

Terms of reference for SC IV were recIt was decided not to endorse a On a personal note I was both relieved ommended for adoption by plenary. A proposal to form a Standing Commitand somehow sad that the four years on proposal by Canada to introduce a voting tee VI I - ·Safety'. the Board of Officer s were already past . It system based on the number of individual The final plenary accepted the report s had become a tradition . however. that the members of an MA was reJected of Sub-Committees A and B. and endorsed Past Treasur er continue to act as chairman Last. but not least Sub-Committee A all recommendations. In his final address of SC Ill Finance. So I was by no means recomm ende d to Plenary the adoption and Maurice Cerf said ·1 do not propose to enout of work for the Federation . publication of a press release on the subject of · Hijacking of and Attack s on Air craft'.

Under 'Any other business· the Canadian Association volunteered to provide a working committee situated in Montreal to keep a watching brief on matters of IFATCA interest at ICAO and to provide back-up staf f at ICAO conferences.

This was gratefully accepted by directors .

Sub-Committee B was for the first time (in a long series to come) chaired by John Saker. UK. His sec retary was R.G.W. 'Dick' Mundy . UK. The list of subject s was very comp rehen sive indeed. Within the scope of thi s report only a few of the items can be mentioned: The report of the IFATCA observer to the 6th ANC was accepted.

Policy re · Passing of essentia l tr affic information· . was accepted.

It was decided to delete the formulating of IFATCA policy on the issue of THE CONTRO LLER/ MARCH 1986

On the flight back to Europe President Cerf. Executive Secretary Geoffrey Monk and Honorary Secre tary Horst Guddat discuss follow-up work .

7

Athens By holding its 10th Annual Conference in Athens , Greece. the Federation walked on relatively thin ice. It was the time of the Colonels' Regime and not everybody was happy to support that regime by holding an int ernational conference in that country.

Nevertheless. it must be said that the conference was very well organized indeed (with the support of the government), and w ent by without any incident.

The new President. Arnold Field. submitted a short opening address and a con cise annual report, very much to the point.

The basic worries of the Federation were still of a financia l nature. On the positive side Arnold was able to report that contacts with !CAO had improved afte r t he 1970 conference and that the Federation had been invited to attend as Observers at the forthcoming 6th EUR/ RAN Meeting.

For the first time conference committees were called 'Committee· rather than ·sub-Committee·. Committee A w as chaired by Daniel Manin, Sw itzerland, assisted by A.W. Gregory , Malta , as ViceChairman , and Ted McCluskey, UK. as Secretary.

Some of the proposals forwarded to plenary were: that Argentina be accepted as new Member Associat ion ; that in the field of Finance and Budget ary Control the Board be charged wi t h setting out the aims . policy and work ing program for 1971 / 7 2 , and provide wh ere possible an est imate of costs for the Treasurer' s guidance; that an annual allocation be made to the Reserve Fund with the aim of having about one year 's turnover in the reserves; that t he Board of Offi ce rs should exercise a much stricter co ntrol over expenses on the advice of the Treasurer; that the Balance Sheet only show the actual income, and not the potential income if all Associations pay their dues ; that the Scale of Sub scriptions (Member Associations) be changed for the yea r 1973 , with a further change for 1 9 7 4 to be dec ided upon at the next conference; that t he subj ect of Loss of Licence Insurance be deleted from the IFATCA study program (due to the fact that it had been impossible to find a reasonab le solution).

J .D . 'Tommy · Thomas. Rhodesia , was elected 1 st Vice- President to replace Dick Campbell who had to resign for health reasons.

Committee B was again chaired by John Saker . . UK. There was again a very compre hensive 11st of technical / profess ional matters to be discussed. Among others the Committee decided :

to adopt the report of the IFATCA delegate to !CAO ' s 5t h NAT/ RAN meeting ( 1970); that SC I be c harged with a detailed study of · ICAO gu idance material for ATS personnel on the perfo rma nce and operating cha racte risti cs of supe rsonic transport (SST)' during all f light phases; 8

J.D. Lyon tries to explain which is the front and which the rear end of a donkey . .. (Hydra Harbour)

that the MAs report to SC I any sig nificant ATC prob lem s enco unter ed in th e handling of heavy jet operations w hich have been ca used by turbulent wake; that an immediate study shou ld be made by SC I on:

of the system atic use of · Omit Report' procedures was required.

During the final plenary Argentina was fo rma lly accepted as new memb er. The reports of Committes A and B we re accepted. Among the guest speakers we re Captain C. Muirhead. IFALPA A. Magnee a) co mp atibilit y of automated ATC sys- (Belgium) of the Int ernat ional Airline Navitems; gators' Council (IANC) . and George Waller b) contro ller involvement in detailed of the FAA Brussels Office. The latt er two system analysis and programming; were ·reg ular' guests at IFATCA meetings c) controller involvement in subsequent and had many fri ends amo ng controllers. system development and modifiOn the day afte r the end of the con fercat ion; ence the Greek Association was in a posthat a paper on the subj ect of Radar . iti on t o offer some thing very spec ial: all Moni toring of Aircraft using Reduced participants were invited to go on a one Separation be accepted as guidance days cruise to some of the beaut iful Greek materia l; islands. The weather was magnificent and that. w ith a view to the early formumany of the delegates returned to their lation of IFATCA po licy, a detailed study hot el wit h a nice tan.

Subscription Form Please return to: 'The Controller '. P. 0 . Box 196 . CH-1215 Geneva-A irport, Switzerland I subscribe to 'The Contro ller· 1986 : Surname Forename Street Postal code Town Country D Cheque enc losed

D Aga inst invoice

Bloc k capitals please Rate for 1 year (4 issues) SFr 20. - . plus postage and packing Surface mail : Europe and Mediterran ean co untrie s SFr 4 20 , other co untrie s SFr 5 .40 Airmai l: Europe and M edite rranean count ries SFr 6 .20 , other countries SFr 10 .60

THE CONTROLLER / MARC H 1986

- the universal display Marconi AS.TRID is a high-quality, micro-processorcontrolled radar data processing and displa y system.

ASTRID offers 2 sizes of display unit , 3 different screen phosphors and 3 system configurations with a mix of sensor inputs.

ASTRID provides all the radar and SSR processing facilities which are no w standard in air traffic contro l RDP systems. Further optional facilities are available.

The Compact ASTRID display units use curs ive scan techniques to provide a bright, clear radar picture with a very high resolution .

• 16-inch (40cm) and 22-inch (56cm) screen sizes • Cursive scan ensures bright , high resoluti on picture • Wide range of radar data processing facilities • Accepts radar video plus extracted radar and SSR plots eChoice of autonomous , central and distributed processing • Flexible, value engineered , low cost design

Bright ASTRID - the daylight display

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Bright ASTRID in tower cab at Southend Airport.

22-inch ASTRJD in Approach Contro l Centre

Marco ni Rada r Systems Limited Wr ittle Road, Chelmsford Essex CMI 3BN, England Telephone: 0245 2671 11 Telex : 99 108

Bright ASTRID is a new concept in cursive radar displays.

Combining high brightness and high reso lution in a 16-inch screen size, it frees the air traffic controller from virtually all lighting restrictions in the operations room. eHigh brightness - 5: I contrast in I 0,000 lux ambient eHigh resolution - clearly resolves 1.25mm characters e Ideal for tower cab and all other ATC radar applications eA ccepts extracted radar and SSRinputs eFulJ ASTRID facilities and processor configurations ePh ysically interchangeable with standard ASTRID

Marconi RadarSystems A WHOLE NEW GENERATIONOF THI

Singapore ATCC

Air Transport plays a vital role in the economy of Singapore. The Department of Civil Aviation , therefore, has placed great emphasis on providing a high standard of air traffic control service to ensure the safe and expeditious flow of air traffic into and out of the Repub lic's airports as well as those flights that transit the Singapore Flight Information Region. The installation of the Long Range Radar and Display System (LORADS), a computerized air traffic control system and the provision of a modern, specially designed complex of buildings near Changi Airport to house this sophisti cated system bear testimony to the country's determination to provide the best air traffic control facilities.

The successful implementation of this highly complex project is the result of the dedicated efforts of many people not only from the Department of Civil Aviation but also the Telecommunications Authority, the Public Works Department, the Republic of Sing apor e Air Force and the contractors for the system and the buildings.

They are to be congratulated for a job well done.'

The above are the words of Sin gapore's Director of Civil Aviation published in a souvenir brochure for the contry's air traffic services. This article is adapted from the contents of the brochure

The Singapore Air Traffic Contr o l Center is responsib le for the safe and exped itious flow of aircra ft operating within the airspace known as the Singapore Flight Inform ation Region The Center handles more than 85 OOO flights annua lly, most of these operati ng into and out of Singapore Internat iona I Airport .

A network of air routes or airways is esta bli shed to channe l flights between airports so as to better monitor their progress and provide protection from other randomly operated flight s such as mi litary aircraft. It is not difficult to imagine that the air routes near an internat ional airport such as Sing apo re Airport can be very busy especia lly during the peak hours w ith aircraft c limbing and arriving in all directions.

10

Bird 's eve view of the new A TC Center complex.

Controlling these high speed jetliners in such an environment wou ld have been an impossible task for the air traffic contro ller without the aid of sophisticated equipment such as radars and computers .

Project 'LORADS' - an acronym for Long Range Radars and Displays System - was the code name adopted to identify the Singapore automated air traffic control syste m project.

Under thi s project, a totally new ATC Center was, in fact being planned.

Originally, it was int ended to locate the center and its supporting eq uipment on the 5th and 4th floors respectively of the same Operations Building while the combined primary and seco ndary surveillance radar sta tion was to be sited north of the airport, off Tampines Road . However, following the government's decision in 197 5 to build a new civil international airport at Changi, it was decided to locate the new ATC Center and it s radar faci lity in one comp lex on Biggin Hill (named after the famou s World War 11airbase in England) overlook ing Changi Airport.

Basica lly, Lorads would consist of a long-ra nge seconda ry surveillan ce radar (SSR) co- located with long-

range primary surveillance radar (PSR) having a maximum detection range of 200 nautical miles or more so as to cover the climb and descent profiles of the supersonic transport (SST) aircraft such as the Concorde. The sign als received from these radars wou ld then be proce ssed by computers for display on modern large radar screens. Additional information on these flights known as flight plan data wou ld also be processed by computers and the resulting data presented on electronic data displays (EDDs). There would be automatic correlation of radar and flight plan data to reduce controller workload and ensure data accuracy.

Ancillary informat ion such as weather forecasts and observations, navigational warn ing s and status of navi gational aids wou ld also be computerproces sed and presented on separate EDDs. Additionally , flight plan data would be automatica lly printed on paper strips known as 'f light progress strips' to enab le the contro llers to con tinue operations in the event of total radar failure. Al l the data processed by the computers would be reco rded on magnetic tapes for playback to faci lit ate post-incident investigation Finall y, a co mmuni ca t ions THE CONTRO LLER/ MARCH 1986

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sub-system comprising radio frequency selection panels. intercom / interphone selection panels and backup equipment would be provided along with purpose-built controller ' s conso les on which would be mounted the radar displays, EDDs . communication s panels. etc .

To provide a full approach radar control servic e for the new international airport at Changi. an approach control radar (ACR) facility comp rising a secondary survei llance radar and a co-located primary survei llance radar would be acquired . The antennae and their duplicated tran smitters and receivers would be sited strategica lly within the airport for optimum coverage. Signals receiv ed by these radar s wou ld be piped into the new ATC Center where they wou ld be integrated with Lorad s and made available for presentation on all the radar screens . Another set of signals wou ld be conveyed to the Changi Control Tower and. after processing , pre sented on bright displays suitab le for view ing in daylight. Th e Control Tower wou ld also have a surface movement radar sited on top of the Tow er ca bin for survei llance of aircraft and vehicles on the airport runw ays and ta xiw ays.

Drafting of the operational and technica l specification s that would form part of the tender invitation was co mpl ete d in early 1975 . The se spec ifica tions we re vett ed by Mitre Corporation. an externa l co nsult ant engaged by th e Dep artment for this t ask as we ll as to advise on the system t estin g that wo uld be conducted after instal lati o n .

THE CONTROLLER / MA RCH 1986

Tenders were invited on 1 August 1975 and closed on 29 December 1 9 7 5. Competition among the tenderers was very keen and the Tender Evaluation Committee had the very difficult task of sifting through the many volumes of technical documents submitted by the tenderers in order to evaluate properly the various systems being offered . Many discussions were also held with the tenderers to clarify variou s points in their submissions . Finall y, the contract was awarded to Philip s Singapore Private Limited in Janu ary 1977. Mo st of the system. including the primary surveillance radar would be designed . manufactured and installed by Hollandse Sign aalapparatan B.V. (or Signaal for short) whi le the SSR and the communication s sub-system wo uld be suppli ed by Cossor Electr o nics Limited and We scom World Wid e Inc. respectively.

Me anwhi le. the design of t he buildings co mple x for the new ATC Center and Rescue Coordination Center on Biggin Hill was finalized by the Publi c Work s Department follo w ing intensi ve disc ussion with DCA. Telecorns and the Lorads contractors .

Work comm enced in April 1978 and the w hol e comple x wa s completed by September 1979. Comp ared w ith the old ATC Center. w hich had a total operational area of only 236 m 2 • t he new ce nt er is spacio us with room for expansion. Its opera tion al area tota lled 730 .8 m 2 - mor e th an th ree tim es t hat of the old ce nter . The new Rescue Coordination Cente r. wh ic h is adjace nt t o the ATC operat ions room . has a floor area of 96 m 2 whic h is about

270 % more than the 26 m 2 floor area of the old RCC. To minimize the total project duration . installation of the Lorads hardware was phased in with the bui ld ing works. These activ it ies were so nicel y dovetailed into the progr am that close coordination among the va rious agencies and contractors was necessary .

No sooner was the system insta lled. the air traffic controllers were already at the operating consoles to assist in the testing and de-bugging . A program of hands-on tra ining w as also instituted to enable the controllers to be familiar with the operation of the system. The participation of exp ert s from Mitre Corporation during this phase of the project proved to be very useful .

The system was accepted by DCA on 23 Jun e 1980 and on 1 Jul y 1980 the new ATC Center commenced ·shadow · operations with the controllers monitoring live traffic on their radar screens and list ening to the radio communications between the pi lot s and th e controllers in the old center at Paya Lebar.

The Changi Airport app roach control radar . which had been suppl ied and installed earlier in the year by Nippon Electric Co Ltd (NEC). was also successfully integr at ed with Lorads by Signaal in Jun e 1980 .

The period of · shadow· operation was extremely useful for it enabled the controllers to gain confidence in the op eration of the system and suggest minor im provements such as prov ision of additional communication links It also enabled Telecoms ma intenance personnel to gain pract ical experience in t he maintenance of the hardware.

Thi s phase of th e transit ion program last ed th ree months and at midnigh t on 30 Septembe r 1 980 all the essential communications at the old ATC Cente r were sw itc hed over to the new ce nter to enab le the Lorads controllers to commence trial operations. The old center then went into 's hadow · operation with a skeleton staff . ready to instantly resume live operations , if necessary. This phase lasted two mon ths and on 30 November 1 980. the old center was pe rmanently w ithdrawn from service thus ending a chapter in the history of Singapore ATC and. at the same time . beginning a new era of high technology ATC in Singapore.

The Complex Orig inal ly Biggin Hill . where the Lorads Complex now stands . had an assortment of domestic buildings at various levels near its peak As these 11

porated int o this comp lex. Each face of the buildings has been purpose ly designed to be comp letel y different from anot her and yet related by the solo features in each elevation . The building therefore changes in form as the visitor moves along the ring road and hopefully his interest in the building will be thus sustained.

New Control Tower Inaugurated at Ben-Gurion International Airport

An A TCsector console mann ed by t wo air traffic controllers . The radar controller sits on the left while th e plannin g controller is on the right . buildings w ere in fairly good cond ition. it was decided t o retain those which could be co nvert ed to meet t he requirements of t he Lorads -comple x.

Unfortunate ly. only one blo c k of residential units was suff ic ientl y large to be of practica l use. This building through convers io n has become the TAS Technical Suppo rt buil d ing.

The function of the Lorads compl ex requires a close inte r-rela ti o nship of the various buildings w hic h ca n onl y be achieved if all the buildi ngs are grouped at app rox imately t he same level. This decisio n to reta in the block of residentia l units determ ined t he level at which the top section of Bigg in Hill was to be removed . The eart h fro m the top section of t he hill was used t o en large the plateau t hus created, to accommodate the rest of t he buil dings. .

The retention of t he block of residential units also d ictated t o a certai n extent the overal l layout of the Lorads comp lex. Biggin Hill , be ing t he highest in Changi, comma nds an exce llent panoram ic view of the sea as well as the adjacent go lf cou rse. As the J oint Air Traff ic Cont ro l Cente r (JATCC ) bui lding ho uses t he most offi ces. it was on ly logica l to posit ion th is bu ilding and des ig n it as an L-shaped bui lding to take fu ll advantage of the view. Consequent ly the L-shaped JATCC bui ldi ng and the TAS Technical Support build ing formed a U-shaped pattern with the Radar building. whose funct ion demands a c lose proximity to the JATCC building. in the center of this U-shaped conf igurat ion.

The canteen has been sited at the corner between the JATCC buildings and the TAS Techn ica l Support build12

ing as these two buildings accommodate the majority of the staff in the Lorads complex . Its location also helps to link together visually the two buildings. Consequently the architectural form of the canteen is intended to pro vide a good view to the staff during the lunch break as well as to link subt ly the two flanking buildings together .

As the location of the JATCC building c ommands a good view of the surrounding areas, as much of the offices as possible have been positioned to ca pit alize on it. The position ing of a row of offices at the sides of the building also provides additiona l acoustic insulation from externa l noise sources t o the operation s center on the ground fl oor .

In mo st air traffic control centers round th e wor ld the viewing of the operation s cent er is through sma ll glass areas loc ated on one side of the operat ion s area . This provides a limited view of the acti vity inside . It was felt t hat in the JATCC bui lding. an all glass view ing gallery would provide an excel lent view of the operat ions below, allowing free movement of visitors aro und th e whole area , and at the sam e time cater adequate ly for simu lta neo us viewing by large groups of visitor s to the comp lex.

By th e very nature of such complexes. the radio building commands att enti on In the Lorads comp lex, ow ing to its centr al location and the fact th at it is encomp assed by a ring roa d serving th e comp lex. th e radar building all th e more become s the fo ca l po int . The elevation al treatment of t he bui lding w as therefore given a mo dern look t o refle ct the late st electro nic equ ipment th at has been incor -

A new control tower has been officially inaugurated at Ben-Gurion Intern ational Airport in mid-June 1 985, in the presence of Mr. Chaim Korfu, Minister of Transport .

The new tower replaces the original one, which was erected in 1 965 on top of the British constructed tower dating back to 1936 . Loc ated at the end of the closed former runway 11 / 29, the tower is 50 meters high and includes an IFR room equipped with the lat est ATC technology . Concurrently with the inauguration of the tower, a new ASR-8 Airport Surveillance Rada r and an automated ARTS2 system have come into operation .

The total cost of constructing the tower amounted to US $4 .5 million .

Most of the AT equipment has been supp lied by the US Federal Aviation Administration (FAA) under a lease agreement . The new tower enables the air traffic controllers an unobstructed view of the entire airside inc lud ing all three runways and aircraft park ing apron s. In the ca lendar year 1984 , Ben-Gurion airport handled some 40 500 aircraft movements inc luding 22 481 international flights .

3 194 632 passengers passed through its termina l and some 130 100 ton s of freight and mail were handled in the cargo fac ilities THE CONTROLLER/ M A RCH 19 8 6

RSM 870 These tracks are not simulation : they are supplied by a RSM 870.

The monopu lse double phase estima tion proc edure used in th e RSM 870 - the latest of Thom so nCSF's seconda ry radars means cons iderable improvemen t in th e precise det ection and tracking of aircra ft .

The RSM 870 overcomes the major drawbacks of conventiona l SSR, namely ope ration at excess ive int errogation rates and susce ptibility to th e surrou nding terrain co nfiguration , which lead to lessthan-perfec t track consis t ency.

The RSM 870 is compatible with today 's transpo nd e rs and in th e future will be ab le to accommoda t e Mode S, whose introduction it prefigures . It gives more precise azimuth and range measuremen t, better target resolutio n and superio r transponder code recognition , all this with a reduced interrogation rate .

Its optimized antenna pattern and program mable site adaptivity are powerful tools fo r deal ing with phantom replies.

1.

DIVISION SDC SYSTEMES, DEFENSE ET CONTROL E 40 , rue Grange-Dame-Rose BP34 92360 MEUDON -LA -FORET FRANCE - Tel.: (1)46.30.23.80 Telex : 270375F.

~ lHOMSON¡CSF THE SYSTEMSAPPROACH

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Safety Reporting System Saves Aviation Lives

Ten years ago. the Federal Aviation Administration began a voluntary program to encourage the reporting of 'deficiencies and discrepancies· in the national aviation system.

That effort. named the Aviation Safety and Reporting System. has had mixed success in the decade since its implementation. Many pilots simply didn't know the program existed. or didn't understand it.

Others were afraid their voluntary reports might implicate them in a violation and lead to a fine. suspension. or worse.

Despite those concerns. the FAA and thousands of program ·reporters· over the years remain convinced that the Aviation Safety and Reporting System is a valuable to?I in improving tlig_htsafety. The cooperative safety effort invites pilots. controllers. maintenance personnel. and other system users to report to federal authorities all potential or actual safety hazards of which they're aware.

Because the effectiveness of the program depends on the free. unrestricted flow of information from system users. it was determined from the outset that an independent agency - the National Aeronautics and Space Administration -would receive. process and analyze all reports and send its findings to the FAA. Based on information obtained from the program. the FAA takes ·corrective action as necessary· to remedy defects and discrepancies. The reports may provide data for improving the current system and planning for a future system.

The preaddressed. postage-paid report form - NASA ARC 2 7 7 - is available from FAA offices and flight service stations or directly from NASA at the ASRS office.

P.O. Box 189. Moffett Field. California

94035.

The form is simple to complete. The reporter is first asked for basic information: name. address. phone numbers; type of event/situation; date of occurrence; time. and the reporter's role during the occurrence. The reporter is also asked for flight time information. certificates/ ratings and ATC experience.

In the next section. reporters who are pilots are asked to describe briefly their own aircraft involved in the incident. Information requested includes aircraft type. gross weight. number of engines and passenger seats. purpose of flight. and flight plan type. if any. Another section re14

quests airspace information (uncontrolled. control zone. TCA. etc.). altitude. nearest city and state. location by reference to an airport or navaid. aircraft flight phases (takeoff. landing. etc.). ATC/advisory service. flight conditions. and light and visibility information.

Last - and most important - the reporter is asked to describe the event or situation. The report asks for the chain of events - how the problem arose. contributing factors. how it was discovered. and corrective action. Also included may be so-called human performance considerations - perceptions. judgements. and decisions. action or inaction and other factors. Reporters are asked to state what they really believe caused the problem even if they may have been at fault - and what can be done to prevent a recurrence. or to correct the situation.

The ASRS security system is operated

by NASA to ensure the confidentiality and anonymity of the reporter and all other parties involved in a reported occurrence or incident. The FAA will not seek. and NASA will not release or make available to the FAA. any report filed under ASRS. In the more than 42.000 reports filed under the program to date. there has been no breech of confidentiality.

Indeed. Section 91.5 7 of the FAR's prohibits the use of any report submitted to NASA under the ASRS (or information derived therefrom) in any disciplinary action. except information concerning criminal offenses or accidents. When a violation of the FAR's comes to the attention of the FAA from a source other than a report filed with NASA under ASRS. the FAA will take ·appropriate action·.

NASA procedures for processing avisafety reports assure that they are m1t1allyscreened for information concerning criminal offenses. accidents. and timecritical informatiori. Each report has a tearoff portion that contains the information that identifies the person submitting the report. This tear-off portion is removed by NASA. time stamped. and returned to the reporter as a receipt. This provides the reporter with proof that the report was filed on a specific incident or occurrence.

The identification strip section of the ASRS form provides NASAwith a means by which the reporter can be contacted in case additional information is sought in order to understand more completely the

~t!~n

report's content. Except in the case of reports describing accidents or criminal activities. no copy of an ASRS form's ID strip is created or retained for the ASRS files.

Prompt return of ID strips assures the reporter's anonymity.

In determining the type and extent of the enforcement action to be taken in a particular case. if any. the following factors are considered: ( 1) the nature of the violation. (2) whether the violation was inadvertent or deliberate. (3) the certificate holder's level of experience and responsibility. (4) the attitude of the violator. ( 5) the hazard to safety of others which should have been foreseen. (6) the action taken by employer or other government authority. (7) the length of time which has elapsed since violation. (8) the certificate holder's use of the certificate. (9) the need for special deterrent action in a particular regulatory area or segment of the aviation community. and ( 10) the presence of any factors involving national interest. such as the use of aircraft for criminal purposes.

The filing of a report with NASA involving the violation of the Federal Aviation Regulations is considered by the FAA to be indicative of a constructive attitude. Accordingly. although a finding of a violation may be made. neither a civil penalty nor certificate suspension will be imposed if: ( 1) the violation was inadvertent and not deliberate. (2) the violation did not involve a criminal offense or accident. or action which discloses a lack of qualification or competency. (3) the person has not been found in any prior FAA enforcement action to have committed a violation of the Federal Aviation Act. or (4) the person proves that. within 1O days after the violation he or she has delivered or mailed a written report of the incident or occurrence to NASA under the ASRS. That's really all there is to the Aviation Safety Reporting System - a cooperative effort to make the skies safer for all of us. If you've been involved in an incident or occurrence other than an accident. report it to the ASRS. Remember. unless you were involved in an accident or criminal activity of some kind. the chances of the FAA taking some kind of enforcement action against you are very slim.

These articles are presented by AVEMCO in the interest of flight safety and may be reproduced with credit to AVEMCO Insurance Company. They are purely advisory in nature

THE CONTROLLER/MARCH 1986

New Cairo Air Navigation Center

In 1977, a twenty-year plan was stud ied by the Egyptian Civil Aviation Authority, in order to implement. in function of traffic estimates and forecast, a new airspace organization and to establish the specifications of technical equipment to fit with these new requi rements.

Thi s plan will be implemented in two phases (objectives 1985 and 199 2) and will create a complete new air traffic control system.

The first phase of the plan started in 1980 . It will be finalized in 1986 and includes: building of the new control center with a total area of 7000 m 2 equipped with no-break power supply ;

implementation of new air-ground VHF / UHF and HF network; installation of a new automatic message swiching center; modernization of point-to-point communications; installation of two long range radars in Cairo and Asyut and one short range radar in Cairo; installation of 6 enroute contro l sectors and 3 approach control sectors; modernization and implementation of new radionavigation aids ( 1 2 VOR and 11 DME) .

The second phase planned for 1992 wi ll include extens ion of VHF/UHF air-ground coverage;

extension of radar coverage with instal lat ion of long range radar in Aswan and Mer sa-Matruh .

Airspace Organization The new airspace organization includes new airspace sectorizations and implementation of new procedures for terminal Cairo airspace.

The flight control and information services for the entire Egyptian airspace are provided from a single center, moving the former one to a new building equipped according to the most modern concepts and tech niques .

The first development phase con sists of: 4 enroute sectors; 2 terminal sectors for Cairo TMA (extended to 60 NM).

To provide radar control on these 6 sectors, 7 positions including one spare, are installed in the new building of the Cairo Air Navigation Center (CANC).

In the same phase, three sectors are opened in the IFR room installed in the existing tower including: 2 approach sectors (intermed iate and final approach); 1 departure sector .

To allow introduction of radar control, new procedures will be im-

Cairo Air Navigation Center - General View

THE CONTROLLER / MAR CH 1986

15

plemented on terminal airspace, in order to increase safety of flights and to improve flow regulation of air traffic.

New procedures will be implemented in the first quarter of 1 986 and radar contro l will be introduced progressively during the same year.

ORGANIZATION OF .THE EGYPTIAN ATC SYSTEM

Radar and Flight Data Processing: The air traffic control system is based on the automatic processing of the radar info rmat ion and flight data.

This system provides the controller with synthetic and raw radar information and full automatic stripping with updating of estimated time of beacon overflight.

This processing is obtained through four Solar 16.65 computers and one Solar 16 .04 computer . Two 16.65 computers (one operational, one stand-by) are dedicated for radar data processing and the two others for flight data processing; the fifth computer ensuring technical supervision of the 4 other computers.

The radar data processing system is designed to process up to 5 radar stations covering the requiremen ts of phase I and II of the air traffic plan, providing multi-radar tracking.

Radar Stations The radar coverage is ensured by: two long range stations including primary radar type LP 23K equipped with klystron and secondary radar type RS 7708.

These two stations are installed one in Cairo adjacent to the Cairo Air Navigation Center and the second in Assyut Airport: one short range station including primary radar type TA 1 OK equipped with klystron and secondary radar type TRS 7708.

This station is inst alled c lose to the runway 05R-23 L of the Cairo Air port .

Control Positions The ACC room is equipped with 7 positions (2 TMA, 4 enroute, and one spare) and the IFR room with 3 positions (2 arriva ls, 1 departure).

Each contro l position is equipped with: 2 1" radar disp lay with keyboard and rolling ball allowing dialogue with t he processing system. Raw video , and synthetic information (track with label and video map) are availab le on the screen; Digitatron for the display and the modification of flight plan data ; Strip printer : for printing of warning and active strips ; 16

TV monitors: for weather Notam and special information display; Safety telephone system; Radio chain system.

Telecommunications The air-ground communications are obtained: in HF /SS 8 , from two tran sm itting and receiving stat ion s, located in the Cairo Airport vicin ity ; in VHF/ UHF . from four new stat ion s loc ated at Abu Rawa sh (in the Cairo sub urb s), Mer sa Matruh (for the North of Egypt), Asyut (for the center and the South) and on the CANC site itself , as wel l as from add iti ona l equipment in the existing stations of Alexandria, Luxor and the airport stations Th e Air Navigation Center is connected to the remote stations, either by specialized Egyptian PTO (Post and Telegraph Office) network circuit or by microwave links installed sole ly for Civil Aviation requirement s.

The project also covers the modernization of the point-to-point domestics network using SS8 H / F communication s network with selcall system.

The aeronautical communications center is eq uipped with a full automatic message swi tching center type KL8 5. The capacity of this center is 55 line s incoming , 55 line s outgoing, working at 50 or 1 00 baud inc luding the 1 6 incoming and outgoing serv ice lines with transmission speed up to 1 200 baud.

The KL8 5-A message sw it chi ng system is designated on a dual processing chain principle.

Traffic is received simult aneous ly by the cha ins, is ana lyzed and stored in both mass memories. Mes sage transmiss ion is ensured by one of the chains known as the 'Pilot chain'.

Th e other cha in known as the ' Reserve cha in ' is automatically up-dated so as to be ab le to turnover transm ission at any.time without inte rruption.

Thi s is ensured by intercomm uniTHE CONTROLLER/ MARC H 1986

Weather Cited as Cause of Accidents According to Aircraft Owners and Pilots Association Senior Vice-President John J. Sheehan weather has been cited as a cause or a factor in four out of every 1 0 fata l acci dents and two of every 1 0 nonfatal acc idents in general aviation. Spea king at the second International Conference on Aviation Weather Systems in Montreal. Sheehan told those in att endance that the genera l aviat ion acc ident rate could be improved if accurate and timely weather informatio n could be made more readily availab le to general aviation pilots .

1 '.l

Training in the control room

cation between two chains at all levels of message processing through specialized channels.

The system is provided with hard magnetic disk mass memories for program and short-term message storage as well as magnetic tape mass memories for long-term storage.

System operation is performed through a supervision console and a number of operator positions equipped with visual units.

Radio Navigation Aids The coverage of the main air routes and the marking of the Cairo terminal area paths is ensured by the modernization of existing stations or installation of new ones including 1 2 VOR type TAH 511 and 11 DME type 721.

Operational Training Center The operational training center is destined for air traffic controllers. In addition to a language laboratory , it is equipped with a Simcat type simulator and include s a Solar computer, one controller position and three pilot positions .

1 I

Time Schedule The switch from former to new center was carried out April 1985, allowing to use all the new telecom munications facilities available in the new center.

New sectori zation and new procedures will be introduced during 1986 .

Radar control will be introdu ced progre ssively during 1986 , to provide full radar control servic e

IATA Experts Focus on Airport Ramp Security Destruction of an EgyptAir Boeing 737 in Malta has caused world air lines and International Air Transport Association securit y expert s to focu s mor e attention on ramp security at airports.

A team of IATA security experts, including Rodney Walli s, head of th e association's security office , went to Cairo and Athe ns last week to inspec t airport security. The Athens check is the second in less t han five months by IATA security experts. IATA officials said earlier this year the Athen s airport is 'now one of the most secure in the world ' after upgrade s prompted by a Trans W or ld Airlines hijacking.

IATA officials said much of the effort will focu s on ram p sec urity. 'W e believe screening passengers and their luggage is about as tigh t as is practicable,' one IATA official said. 'Now we have to loo k at ways t o prote ct the aircraft wh en it is sitting on the ramp. ' Passengers boarding the EgyptAir aircraft that was hij acked to M alta passed through up to five security check s prio r to boarding the aircraft - a preliminary screening at check-in , standard X-ray screenin g before ent ering the 'st erile area ', separate screening by the airlin es, a fourt h che ck befo re they boarded buses for transport to the aircraft and spot c hecks condu cted of passengers in the waiting area.

IATA officials believe , however , securi ty on th e ramp is much less rigorous, even though Athens airport official s have built a new fen ce around t he airport since the Trans World hijacking and tripl ed the num ber of sec urity po lice to 7 50.

'We have to look at the possibility ' t hat the w eapons wer e hidde n on board the aircraft by catering or clean ing personn el, an IATA offi cial said . That wo uld allow the actual hijacker s to be ' c lean' wh en the y pass throu gh all of th e security checks . then collect the weapons from th eir hidin g place on board the aircraft.

The ramp personnel oft en are hired by subco nt ractors and are not d irectly subject to the control of airline s or airp orts. Airline off icials believe they have been bribed or blackmailed in some cases, and in others have been sympathizers planted in the job s ahead of t ime.

In the past controlling acc ess to th e ramp was difficu lt because it was impossible to t ell who actu ally wor ked for cater ing and cleaning companies.

Athen s airpo rt . like many other s, now requ ires ramp perso nnel to carry c learly visible identification badg es.

On e possibilit y would be to co nduct security checks of all personnel. A irline offi c ials also are con sidering making ramps steri le areas similar to passenger boarding areas. That would require subjecting all ramp personnel to screening similar to passeng ers.

The IATA t eam w as scheduled t o spend two days studying the Cairo airport's secur ity measures, th en move t o Athens for one day. IATA also called on nati onal auth oriti es t o inc rease airport security around the world.

(This article is adapte d from a news bulletin issued by the Egyptian Civil Aviat ion Authority)

TH E CONTROLLER/ M A RCH 1986

17

Kai Tak sets course for the

1990s

by Bernard Long

of any single building in the w orld (80,360 m 2 ) .

Passenger traffic has also continued to grow. The 32 airlines operating scheduled flights link Hong Kong with 70 major w orld cities on five continents and there are non-stop services to 40 of these cities. In addition six other airlines operate 24 non-scheduled serv ices in and out of Hong Kong each week.

With renewe d confidence follo w ing the signing of the agreement between Britain and China on Hong Kong's future , the t erritory seems set for continued prosperity and growth.

This will mean even great er expansion of air traffic , both cargo and passenger.

With the obvious restriction s at Kai Tak the logical answer would be to mo ve the airport. Yes, but in this case logic costs money. far more than the Hong Kong Government felt was warranted .

Hong Kong's busy Kai Tak airpo rt . to we ring high-ri se buildings that are a feature of the skyline across the harbor th e hub of air t ransport in southeast As ia, is about to take off for the on Hong Kong Island .

Kai Tak is probably closer to a major 1990s.

A HK$ 273 million (US$ 35 urban center than any other interm illi on) expansion prog ram for the national airport . but despite the obvit erm inal buildings started in Septe m- ous restriction s thi s causes, it has ju st grown and grown . The present ber 1985 , will increase the airport's expansion sc heme is the fifth such passenger handling capacity from the present 1 2 million to 1 8 million pass- major program since the early 1960s.

The growth of the airport has paThe best site for another airport enger s a year. would have been at Chek Lap Kok on ralleled that of Hong Kong as a major In addition there is a longer-term wor ld manufacturing and financial the north of Lantau Island. Lantau HK$ 200 mill ion (US S 26 million) cen ter . Thi s is echoed by the growth in bigger than Hong Kong Island but sch em e t o impro ve the runway and air cargo tr affic to and from Kai Tak. sparsely populated, is like the rest of t axiways and a HK$ 1 50 million In the 1961 / 62 financial year this Hong Kong mountainous . An airport (USS 19 million) plan to upgrade airwas a mere 5 , 732 tonnes , in 1981 / there would have me ant a great deal traffic c ontrol equ ipment .

82 it had grown to 258,627 tonne s. of reclam ation and levelling work and Today's Kai Tak, a long concrete Last yea r it reac hed a staggering would. have entailed building the lonfing er po int ing southeast into Hon g tonnes wort h a total of gest single suspe nsion bridge in the Kong harbor. is a tar cry from the wa r- 420.000 HK$ 109 billion (USS 14 billion) , the world to co nne ct the airport with the time Japan ese air str ip from which it wo rld ' s largest throughput for a single mainland and urban centers. grew. termina l.

Besides being one of the busiest . The Government decided tha t the To handle the growth a new air bill of several billion dollars was out of airports in Asia, w ith 32 airline s cargo complex was built in 1976 and th e que stion and a fresh look was ope rat ing about 1 ,OOO scheduled this has one of th e biggest floor areas taken at Kai Tak's potential. The result services a wee k to an d from Hong Kong, it is also o ne of the most dramatic - at least from an approaching passeng er' s poin t of view .

M ost f irstt ime visitor s to th e terr ito ry are overawe d as their aircraft. first skim m ing t he t ops of Hong Kong 's rugge d hills, th en seem s to fly dir ectly between high -rise building s fe stooned with lau ndry as it s flight path ta kes it ove r o ne of the mo st den sely popu lated areas in th e w or ld.

But des pite th e dramati c appro ach, Kai Tak has an enviable safet y rec ord.

W hat it do es not have is a lot of room to expa nd.

Land anywh ere in t his c rowd ed territory is at a premium . Flat land, in a place wh ich is 70 perc ent mount ains and hi lls. is alm ost nonexist ent .

It is fo r t his reaso n t hat Kai Tak's runway and tax iways. and indeed t he apron and ter mi na l bui ldings, are on rec laimed land . The runway is surrounded on t hree sides by wate r.

Den se urba n deve lopment laps like a t ide t o t he very edge of t he airpo rt and Dense urban development surround s Hong Kong 's busy Kai Tak airpor t where a US$ 3 5 milli on exin fac t it is the f light paths that have pa nsion program will increase the airpo rt ¡s passenger handlin g capaci ty from the present 72 m illion prevented Kowloon from having the to 78 m illi on passengers a year .

18

THE CONTROLLER/ MARCH 1986

Near Midair Collision Statistics (N MAC)

Hong Kong's Kai Tak airport. a long concrete finger pointing southeast into the harbor with the runway surrounded on three sides by water.

is the current expansion program scheduled for completion in early 1988.

Already completed under the program is a HK$ 8 million (US$ 1 million) transport terminus. This provides arriving passengers with a covered loading area for taxis , limousines and airport buses.

The rest of the program includes extending the terminal building eastward over the existing coach part into the area now occupied by the airport stores building which is being moved .

At the departures level two new check-in islands will be provided increasing the number of check-in counters by 50 percent to 176.

There will also be two new baggage reclaim loops and additional immigration desks.

The extended terminal is expected to be handling 5.300 passengers an hour by the end of the decade .

But as Mr. Peter Bodiley, Chief Planning Officer with the Civil Aviation Department pointed out : · Beyond this stage we feel there is limited scope for further expansion because the runway will be operating at capacity.· There are schemes to improve the runway, taxiway and apron pavements and to upgrade computerization of airtraffic control equipment as well as provide new visual and electronic landing aids. But Kai Tak's ca pacity to handle aircraft is limit ed .

To make sure that this capacity is utilized fully the Gove rnment is look ing at means of ensuring that only widebodied aircraft use the airport. This could be done by adjusting landing charges making it uneconomical for smaller aircraft to land .

Whatever happens it seems certain that Kai Tak, a mo st unu sual airport, will continue to serve as the center of Southe ast A sia's air traffi c.

Electronics Technician Certification

Engen Has Said No to FSS Privatization An FAA study concluded tha t having private firms operate flight servi ce stations would not be feasible. Ah er reviewing the findings of the invest igation, which was ordered by th e Office of M anagement and Budget, FM Administrator Don ald Engen said th at the only viable option is for the agenc y to provide f light services and to continue with its FSS con solidatio n and automation program .

Program

Tran sport Canada has begun a special. nationwide ce rtifi cat ion program for approximately. 1 .OOO electronics technicians to enhance federal safety stand ards and services to the aviatio n community as recommended by the Dub in Commi ssion of Inquiry.

The te c hnician s maintain a w ide and complex variety of navigational aids. radar. com muni cation s, automated systems and security equ ipm ent at airpo rts across Canada. .

'Th is new ce rtifi cation program, which has been the subJect of conside rable stud y and discussion. formalizes and improves sta ndards of tec hni ca l proficiency for our elec tron ics tec hnicians. · Mr. St. John said . · It also mc1rksthe first time in government that suc h a program has been developed wit h joint manageme nt-uni on participation.· Developed with the participation of local 2228 . Internat iona l Brother hood of Electri ca l Wor kers. the bargaining agent for electronics technicians in the government. the certif ication program estab lishes m inimum standards of technical profi c iency for ma inTHE CO NTROLLER/ MARC H 19 86

Preliminary near midair collision (NMAC) report figures show an increase for the first quarter of 1985 .

The FAA recei ved 14 1 NMAC repo rts from January 1 through March 31 , compared to 98 reported in the same time period in 1984 . An NMAC is one in which the distance between the aircrah involved was reported as less than 500 feet. The vast majority of the incidents involved at least one aircrah not in contact with or controlled by ATC. FAA states that the see-and-beseen concept is a critical element of flying, and the release of this kind of information serves to make all who provide ATC services or who fly to be more aware of the potential for an NMAC during the spring and summer when more flying is do ne and such incidents occur with more freque ncy. It should also be noted t hat the incr ease in NMAC reports does not necessarily mean there are more NMAC s occurring, since it is not known whether the increa sed number of reports is as a result of impro ved FM reporting pro cedure s and renewed emphasis on pilot reporting.

t enance technicians who work with navigati onal aids. radar and automated electroni cs syst ems operat ed by Transport Canada .

The certif icates are analogou s t o a log-bo ok or passport and provide for spec ific endor sement s and conf irmation of prof ic iency relat ive to system s and equipmen t. Wi t h t his appro ac h electron ics technician training ca n be bette r tailored to indi vidu als to reduce staff trai ning costs .

The program also will have a positive eff ect on mora le. g iving forma l recogn it ion for th e first time of tech nica l co m pete nce and qualifi cations th at have lega l and ope ratio nal im po rtance .

The national certifi cati on program was put in place Ap ril 1 fo llowing a nine-m onth t rial at the facility eng ineer ing and systems development branc h in t he air administratio n' s At lant ic region .

Several countri es affiliated with the Internationa l Federation of Air Traffi c Safety Electro nics Association have expressed an intere st in th e Canadi an-developed program and plan to implem ent sim ilar ce rt ification procedures .

19

The Prototype of a Single Engine Business Jet Wont Fly this year as its developer - Jet Craft of Ontario. California - had originally hoped. The company has made several attempts to develop the six-to eight-seat Executive Mark I since 1968. Jet Craft still believes that the aircraft can be FM certificated by July 198 7. despite the fact that the prototype is not rescheduled to fly until March 1986 and the FM has no record of an application for type certification. Jet Craft claims nearly 40 letters of intent for the $ 1 .3 million aircraft.

FAA Controller and Inspectorate Forces to Increase Over the next two years. the FM says it will add nearly 1OOO new air traffic controllers to the existing force of approximately 14 500 ATC specialists. In addition. within the next three years. the agency plans to add 500 more air-carrier and general-aviation inspectors to its current staff of 1610. The FM says that the increased controller and inspector forces have been planned for some time and the announcement of the expansion plans isn't a result of recent US airline accidents and Congressional hearings into air safety.

GA Near-Midair Reports Increase Nearly 49 Percent Preliminary FM figures indicate that the number of near midair collision (NMAC)reports involving general aviation aircraft increased to 373 between January and July 1985 compared to 251 in the same sevenmonth period in 1984. The number of NMACs involving only airliners - 12 was the same from January through July 1985 as it had been during the same period in 1984. However. military aircraft figured in 171 incidents during the first seven months of 1985. up from 132 during the same time last year. Nevertheless. FM Administrator Donald Engen attributes the overall increase in NMAC incidents largely 'to a renewed emphasis on pilot reporting of these events' as well as improved FM procedures for auditing the reports. · Meanwhile. an independent review of the FAA' s NMAC auditing process by the dean of the Georgetown University School of Business is almost finished.

20

Exchange of Shift Federal Court of Appeal Decision (File No. A-1430-84) LA. Stuart, Applicant The grievor. Mr. L.A. Stuart. a Winnipeg ACC controller. filed this grievance on February 4. 1984. On July 1O. 1983. the griever exchanged a shift with a fellow controller. This controller. who was to work for the grievor on October 10.

1983. was hospitalized as a result of a serious accident and therefore could not work for the griever on October 10. 1983. The Employer then decided to cancel the approval of this shift exchange and the griever was required to work on October 10. 1983.

He grieved this action and requested overtime compensation. CATCA adjudicated this grievance. . . . .

Adjudicator Cantin ruled (PSSRB File No. 166-2-14687. published in News Update'. Volu~e 3. Issue 21. dat_edDecem~er 7. 1984 ): ... . . ·A prerequisite to the exchange Is as stated in 13 .04 that It will not require the payment of overtime". One has to conclude that when two employees agree to an exchange of shifts. they also accept or are deemed to accept in advance that there will be no overtime paid. The exchange had not been completed on September 2 7. 1983 (the date when the other employee became disabled) and the employer was no doubt justified in advising the grievor that it was cancelled.

I cannot accept that because the exchange had been approved at the outset. it gave the grievor the opportunity to finally work his shift as originally scheduled and then be paid overtime.'

The grievance was dismissed. CATCA filed a Section 28 application with the Federal Court of Appeal in an attempt to have Vice-Chairman Cantin's decision overturned.

On September 10. 1985. the Section 28 application was heard in Ottawa.

Legal Counsel. Ms. C.H. Maclean. represented the griever.

Judgement was rendered from the Bench and delivered by Justice J. Hugessen. Justice Hugessen ruled: 'There is no question in the present case of the reasonableness of the employer's actions since the previously approved exchange was cancelled and the approval withdrawn several days ahead of the relevant date and as a consequence of the exchanged employee having suffered an accident which made it impossible for him to work on that day. The section 28 application will therefore be dismissed.'

Adjudication Decision Denial of Familiarization

Flight

The griever. Mr. A. Perrin. a Gander ACC controller. filed this grievance on October 4. 1984. Prior to August 31. 1984 (the date the grievor submitted his wri!ten ~e~uest f~x a fam flight to Fredericton). the grievor was assured by the Unit ~raining Off1c~r (UTO) there wou_ldbe no difficulties with his request for a tarn flight to Fredericton Tower. On this understanding. the griever purchased a return airline ·s~at sale' ticket t~ Fredericton. On September 18. 1984. the griever was advised by the UTO his tarn flight request to Fredericton Tower was denied because it was not in the Unit's (Gander ACC) operational interest.

The adjudication hearing was heard in Gander ACC on June 19. 1985. The grievorwas represented by legal counsel Ms. C.H. Maclean and the President.

Adjudicator. Mr. J. Galipeault. in his decision (PSSRB File No. 1662-15029) dated Sep!ember 25. 1985. dismissed Mr. Perrin's grievance. Mr. Galipeault agreed with the employer's position in that Mr. Perrin had not received approval for his fam flight to ~redericton Tower prior to purchasing his airline ticket thus there was not a requirement for the employer to reimburse the grievor for his airline ticket after his fam flight to Fredericton was denied.

Mr. Galipeau It further went on to state that clause 8.03(a) (Collective Agreement code 402 / 82) could perhaps permit an I FR controller to go on a familiarization flight to a VFRTower.

(CATCA Newsletter)

IT PAYS YOU TO ADVERTISE IN 'THE CONTROLLER' THE CONTROLLER/MARCH 1986

fering and other environmental considerations are the other important reasons for the size of the airport land area.

One of the most unique. was well as important functions to be conducted at the New Jeddah Airport is the annual Haj operation.

by Mohammed Dahman (International Airports Projects) More than 700 OOO religious pilgrims use the specially constructed terminal during the Haj period each year. This once-a-year traffic figure will increase to nearly 1 .5 million in 1990.

The Haj Terminal is located in its In the past decade, designing and building large metropolitan airports almost became an established pattern throughout the world. The trend, however, has own area on the airport and contains slowed virtually to a stop after the opening of facilities like Tokyo, Frankfurt, Paris facilities that serve the particular needs and conveniences of the Haj and Dallas-Fort Worth. pilgrims.

The world's largest tent-like strucConstructing an entirely new airNew Jeddah has a staggered dual runway system arranged in such a ture consisting of 21 0 fabric roof port facility today is unusual. Building three large air carrier airports is rare configuration to decrease taxiing units. covering a total areal of 105 acres was also erected at the airport. indeed as is the case with the kingdom time. of Saudi Arabia.

Two terminal buildings are located The fabric is made from Teflon-coated The construction of these new air- within the central core of the airport fiberglass fabric, it is heat-reflective ports is clearly related to the signifi- area with the commercial aircraft and translucent. cant increase in commercial activity parking and servicing aprons located Under this vast structure are pasthroughout the Kingdom. The demand between the terminals. The South senger processing facilities. customs. for adequate air commerce facilities Terminal handles both international banks. moneychangers. shops. eating s(mply could not be met by existing and domestic traffic while the North facilities. a mosque. and resting faciliairports.

Terminal is used principally by inter- ties.

Phase I of the New Jeddah Inter- national carriers.

The Haj Terminal functions with national Airport began full operation in The terminal aircraft parking aprons over ten thousand temporary em1980. the New Riyadh began oper- accommodate a total of 46 aircraft for ployees. nearly half again the ation in 1983. and the New Eastern loading and unloading. Fuelling is combined total work force at all three Province Airport in Dahran is sched- accomplished by an underground hy- new airports. New Riyadh which uled for completion in 1988. drant system. opened in 1983 will serve the KingEach of these airports has its own A fleet of 22 mobile lounges trans- dom's capital city. It is relatively close distinctive operational design. Jed- port passengers to and from the park- to Jeddah in size of operations with a dah. for example. functions primarily ing aprons and 40 lounge gates at the projected 4.5 million passengers in around the mobile lounge system. South Terminal and 14 gates at the 1980 and 6.8 million in 1985.

Riyadh utilizes the unit terminal con- North Terminal. cept and the Eastern province plan will Other airport facilities that are opembrace a satellite design. erational on the airport include In addition to basic concept design • A large aircraft hangar and maindifferences. all three airports are tenance base for Saudia Arabian equipped with differing support sysAirline Safety Hotline tems that are particularly adaptable to • An air cargo terminal each individual facility. Equipment for • An in-flight kitchen and food facility The FAA has activated a toll-free baggage handling. aircraft refuelling.

• A warehouse complex hotline to promote aviation safety. The passenger processing. and ground • A control tower and associated hotline is for use by those who have transportation are just a few of the area traffic control center specific knowledge of alleged viosystems that will trade on the latest • Numerous navigational aids sys- lations of the Federal Aviation Regutechnology to best fit the difference of tems lations. According to FAA: the ideneach airport's design.

• Airport administrative and main- tities of callers will be protected from New Jeddah International Airport is tenance structures disclosure under the provisions of the located within three kilometers of the • Three of five planned utility load Freedom of Information Act. Red Sea. just north of this major seacenters with a total capability of The hotline will permit people with port city. Because of the sizeable inserving a city of over 100 OOO knowledge of false record keeping or ternational trade market and the fact • A 35 OOO-cubic meter per day ca- unreported violations to alert FAA that all foreign embassies are located pacity desalination plant without fear of recrimination. FAA's here. Jeddah supports a large flow of • A royal reception pavilion Office of Aviation Safety will coordiinternational air traffic. In its first year New Jeddah International Airport nate all hotline calls and complete a of operation. the airport accommodated has a total land area of over 102 preliminary evaluation of each report more than 5.5 million passengers. By square kilometers or 4 7 square miles. within one day of receipt. Response to 1990. this figure will more than Paved surfaces are in the equivalent of investigation of an alleged violation double to over 11 .3 million. At the 830 kilometers or 51 5 miles of twowill depend on the nature of the resame time. aircraft movements will lane highway. Despite these impress- port. grow in number from nearly 80 OOOin ive statistics. this airport was conThe number for the · Safety Hotline' its first year in 1980 to a projected structed to meet the traffic demands it is 800-255-1111.

In the Washington total of 119 OOO in 1990. will serve. However. safety. noise but- area call 426-9365.

NewJeddah International Airport

22

THE CONTROLLER/MARCH 1986

2nd North African Regional Meeting Tunis, 18-19

October, 1985

By Monoom Jennane, Regional Vice-President AFN

- The Vice -President Professional contacted the ICAO Technical Assistance Off ice on t he trai ning of co ntroller s from develop ing countries.

Furthermore. the Vice- President Professional contacted the Int ernational Labour Offi ce on the finan cing of controller training schemes in some countries.

IATA/ IFATCA The President of IFATCA me t th e new Director General of IATA, and it was agreed t hat another meeting wo uld take place later this year.

The Second North African Regional Meeting took place on 1 8 to 1 9 October 1985. in the City of Carthage, a suburb of Tunis .

All the Member Associations of the Region were present : Egypt, Morocco and Tunisia.

The · Office des Ports Aeriens de Tunisie ' and the ' Office des Aeroports de Casablanc a· sent observers to the Meeting .

The IFATCA Executive Board was represented by the Vice-President Professional , Mr. E. Sermijn and the Treasurer. Mr. B. Grezet .

The Meeting was formally opened

by Mr. Moh amed El Hedi Merchaoui , Chairman, General Manager of the Offic e des Ports Aeriens de Tunisie (no w nominated Chairman , General Man ager of Tunis -Air).

The working session s were chaired by the Region al Vice-Pr esident, w hile Mr. Ahmed Hafidh , from Morocco . was ap pointed as sec retary.

The adoption of the agenda of the Meeting was followed by the approval

of the Report of the First Regional Meeting , held last year in Casablanca .

The meeting, proceeded to the follow-up action on the recommendations of the First Regional Meeting .

Morocco said that the Association had been invited to participate with the Administration to study the problems caused by VFR flights .

Tunisia stated that the joint commission Administration / Association had elaborated a new VFR regulation , which will be published soon.

The Meeting was informed on general IFATCA activities as follo ws:

ICAO/ IFATCA - The President of I FATCA. accompanied by the Vice-Pre sident Professional and the Liai son Officer in Lega l M atter s. visited th e ICAO Legal Bure au and discussed with the new dire ctor . Docto r Mi Ide. the con troller ·s problem s, and the lack of an Intern ati o nal Convention about the legal liabi lity of th e controller.

Mr. Merchaoui. Chairman, General Ma nager of OPAT, during the opening ceremony.

THE CON TRO LLER/ MAR CH 1986

IFALPA/ IFATCA The IFATCA Vice-Pres iden t Technical represented the Federation at the Annual Conference of IFALPA held in Montreal last Ap ril .

Technical

Matters

The m ajor to pic was the , conflic t detection by computer '. a study and a demon st ration were presented by a Tuni sian controller . Mr . Mehd i Mahmoud.

W ith regard to th e participation of the controller in the choice of equ ipment. the meeting recomme nded that controllers partic ipate in t he establishment of the operational sp ecif ications of new equpiment and be in a posi t ion to carry out operational testing of the equ ipment before it is commissioned .

Professional

Matters The main professional agenda item was the evol utio n of the career of the controller. The participants confirmed the need of a continuous evo lution of the career of the controller after reaching the rank of supervisor.

The Regional Vice-President and the /FA TCA Representatives during a working session.

23

Use of Alcohol or Drugs

Nevvsbriefs

Cossor Wins ESA Contract Cossor Electronics has won a £950.000 order to develop and build a satellite receiver subsystem for the European Space Research and Technology Center (ESTEC). The system will be used in the Prosat program. which is being designed to provide a mobile communications system for land, sea and air using a satellite link.

RA,..OOM ACCESS RECEPIER

I

RAliCOJ,1ACCESSP.l!CflVER 2

In response to concern about impairment of a pilot's facil iti es due to alcohol. FAA has amended Parts 61. 63. 65. and 91 effective June 17 , 1985 .

FAA state_s th_at even small amounts of alcohol effect judgment. coordination. performance, and reaction time. Vision hearin_g. touch , information processing. memory, reasoning, and attention _span also may be affected by alcohol consumption. Inflight testing of experienced professional aviators has shown that even 40 milligrams percent by we igh t of alcohol in the blood exerts detrimental effects on performan ce which are incompa tible with flight safety.

These amendments establish rules governing the use of alcohol or drugs by any crew member assigned to perform dut y during the _operation of an aircraft. In addition to maintaining current provIsIons regarding the use of alcohol or drugs before serving as a crew member, it delinea tes the maximum allowable blood alcohol content level. Crew members also will be required to furnish the Adm1rnstrator with the result s of any test that is performed that may 1nd1catethe percentage of alcohol in the blood or the pr_esence of drugs in the body when such tests have been taken within 4 hours _afteracting or attempting to act as a crew member .

Failure _tofurnish or authorize the release of the results of these tests will result in certificate action or other sanctions.

These amendments are intended to facilitate the enforcement of the present drug and alcohol regulations and to redu ce aircraft accidents and incidents attributable to consumption of alcoholic beverages and the use of drugs.

Aircraft Control Trainer for RNAS Yeovilton COMMUNICArlONS Rl!Cl!I VEAS 1 J,,J

COMMUNICATIONS

RECEIVERS: l•

'

Ferranti Computer Systems Limited has been awarded a contract . worth almost£ 1 .5 million, by the Ministry of Defen ce for a co mputer based Aircraft Control Trainer for RNAS Yeovilton.

H_oused in two transportable containers, t he trainer will provide fac il1t1es to train ground controller s and air direction officers in control of interception. handover and acceptance of aircraft.

Fac1l1t1es provided in the trainer. which will comprise six stud ent co_nsoles. six pilot response positions and three controller I supervisor stations. wi ll include video maps. IFF video and a full range of radar effects.

The system wil l use distributed processing incorporating commercial 68 OOO proce ssors connec ted to a standard VME bus .

Unit s throughout the system will be linked via a local area network using a single Ethernet coa xial cable.

Ralph Nelson Receives Distinguished Service Award In essence the subsystem will comp rise : two dual ra_ndomaccess recei vers to provide overlapped message detection and a high and low band frequency capability: six communications rece ivers; a rece iver chain test generator, co nsist ing of two channels w hich wi ll provide multipath me ssages for test_purposes . A microprocessor based keyboard/ display con trol unit 1salso provided offe ring greater flexibility and ease of use for the receiver sub-system. .

All the equipment. apart from the VDU/ keyboard , w ill be housed in two standa rd I EC 144 racks. one conta ining the interface elements and control facilities. the other contain ing the code division multiple access (CDMA) receiver elements. .

The receiver (with the exceptio n of the interface front end) will emp loy digital signa l processing techniques which wi ll m1nim1se implementation losses and provide a design with repeatable characterist ics. This latter aspect is an important factor in minimi sing the time sca le of the project since a large part of the system wil l consist of multiple rece iver chan nels wh ich w ill bee ssentia lly identical .

Cossor Electroni cs is sc hedu led to deliver the receiver ear ly in 1987 ; it wil l then be integrated w ith the other subsystems for test and eva luation.

THE CONTROLLER / MARCH 1986

Ralph F. Nelson , Execut ive Vice-President of the AOPA Air Safety Foundation , has received a Distinguish ed Service Award from the Federal Av1at1on Admini stration.

Nelson was honored by the FAA for his more than three decades of service to general aviation and for his support of the FAA' s safet y promotion efforts .

FAA Administrator Donald D. Engen presented the award to Nelson at ~he AOPA annual convention recently held in Washing ton . D.C._ Many of the flight training programs that are standard for tod ay s pilots are the direct result of Ralph ' s leadership and dedication. _ said Engen. ' His contributions to flying safety merit the appreciation of all who fly. · _ Nelson has already received many prestigious honor s. includ ing awards from the National Aviation Trades Association , a Fligh t Safety Foundation Award for Distinguished Servi ce. FAA Certifi cate of Commendati on. and the Alpha Eta Rho Internat ional Aviat ion Fratern ity .

The AOPA Air Safety Foundation is a non -profit founda t ion dedic ated to _promoti _ng aviation safety , pilot training and fligh t research . It Is the sister organization to t he Air craft Own ers and Pilots Association . both headquarter ed in Frederi c k. M aryland .

25

••

Hanover Air Show One of the first-ever world conferences on regional air traffic is being planned for ILA '86, the International Aerospace Exhibition due to be held in Hannover from 6-15 June 1986. The aim of the conference is to encourage dialogue and the exchange of ideas between regional airline companies, to establish common operating criteria, and to improve contact between the airline companies, to establish common operating criteria, and to improve contact between the airline companies and the aircraft manufacturers. In fact, there are plans to use this conference as an opportunity to set up a world association of regional airline companies modelled on IATA, the international association for the major airline companies.

In recent years regional air traffic has developed into one of the most successful branches of civil aviation. There were already clear signs of a strong upswing back in 1984, with growth figures of around 30%. Since then, in the first six months of 1985, some of the major regional airlines have reported further dramatic increases in passenger numbers of 30-50%. ~eg_ional airlines have thus succeeded in tapping a market which Is tar larger than anyone expected, and which cannot be adequately served by the big international airlines, with their ~omple~ely different fleet structure. Operating both nationally.and mternat1onally, the regional airlines perform a twofold function.

They serve feeder routes between small local airfields and the major international airports, and provide a direct air connection betwe~n areas of secondary economic importance which have no l~rg_eairl?orts of their o~n. Another new source of market potential Is b~mg developed m the shape of non-stop connections be!we~n airports that do not generate sufficient passenger traffic to Justify t~e u~e.of even _thesmallest aircraft currently operated by t~e. maior airlines (typically of 100-seat capacity). The regional ~tli~es al~o h<;>P~ to benefit direc~ly fr<;>many future liberalization air t~affic within Europe, especially m the area of international operations. · I air · 1· . Today's .re. giona mes operate modern turboprop machines with capacities ranging from 10 to 50 passengers The range of short-haul passenger_aircraft produced by manufa.cturers in Europe and Nor:thAmerica - not to mention a number of middle-income countn~s such as_Brazil - has steadily increased in recent year_s.These aircraft. which have been specially developed for this particular m_arket,are engineered to very high safety standards, are ei::ono~ical to operate, and combine low levels of noise and pollution_ with outstanding passenger comfort. . The display of t~ese aircraft at ILA '86 is expected to include virtually ~very type m current production. This reflects the manufacturers buoyant optimism about sales. . The ~arid conference on regional air traffic due to be held during I_LA 86 should provide the perfect forum for a discussion of all the issues tha~ curre_n~I~affect ~his fast-expanding industry.

The Commercial Exh1b1t1on running parallel to the Conference will be the stage for more than 100 exhibitors to display over 4000 square meter~ of product~ and services currently used or which can_be used m_commercial. space. At the briefing of potential exh1b1torshel~ m_Mon~reux m September, it was clarified that: - The_exh1b1t10~will open on Monday afternoon, 16 June, and will run _until 18.00 on Thursday afternoon, 19 June. . Stands will be ape~ to a paying public on one evening during the week. O~h_erw1se _only conference delegates and professional tra~e vIsIt~rs will _bepermitted entry.

- Each exh1b1torwill receive one personalized ticket to the conference.

- Hospitality or separate meeting rooms will be made available for exhibitor use.

- Sufficient pa~ses in !he conference program each morning and afternoon will permit delegates and trade visitors adequate time to inspect the stands.

26

Addition to Cossor Capability in Conventional SSR Cossor Electronics has developed a conventional secondary surveillance (SSR) radar plot extractor which means that it can now otter an up-to-date and complete capability in conventional SSR for air traffic control.

The Cossor plot extractor (CVP 350) will provide automatic reply SSR decoding for conventional SSR and is an addition to the company's capability in the SSR market.

Already the RAF has agreed a £75,000 contract with Cessor to supply the CVP 350 for their SSR 700 system at their electronic warfare range at Spadeadam, near Carlisle. The unit is due for delivery in August this year.

The CVP 350 has been specifically designed to interface with the Cossor SSR 850 interrogator. but its versatility is such that it is compatible with the earlier Cossor SSR 700 and it is expected it will be welcomed for updating such systems and others which might still be using manual video processing system. The CVP 350, which features extensive BITE, facilitates the provision of a plot extracted service and provides the capability for conventional SSR to be written in alpha-numerical form via processors on the controller's display. This is a preferred method for the operators who can dispense with the task of taking light-pen read-outs. The addition of the CVP 350 to Cossor's range expands their capacity to otter customers worldwide an SSR system to cope with their particular traffic requirements, both in high and low density traffic.

~COSM086 Cosmo-86 Will Be Held at GeronaCosta Brava Airport One of the most outstanding events scheduled in the 1986 Barcelona Fair Program will undoubtedly be Cos~o-86, the International Aerospace and Defense Sh~w, that will be held from 22-27 April, at Gerona-Costa Brava Airp_ort. ..

This show, in its second year, and the first monograph ed1t1on of the one held in 1984, aims to be the shop wind?w ?f the _a~ronautical and defense industry. and it is hoped that It will be v1~1ted by official delegations from a total of 44 Latin-American, African and Middle Eastern countries.

On exhibition at the show will be all kinds of aircraft, from ultralight to large transport planes, components, avionics, mai_ntenance, navigation, airport equipment, defense and security material and systems, including military aircraft. .

Gerona-Costa Brava Airport has been chosen as the site for Cosmo-86, with a much higher forecast attendance than at t~e 1984 show, because it is less inundated by everyday commercial traffic than Barcelona. It will be divided into three completely separate areas, comprising: Stationary exhibition in covered halls - Stationary exhibition outdoors for heavy equipment .

- Exhibition of aircraft on runways, flying displays and with accompanying trade pavillions .

The site also otters delegates and those accompanyI~g them much more interesting opportunities for accommodation and visits from the point of view of surroundings. with the Costa Brava less than 18 km away. The rapidly approaching International Aerospace and Defense Show, Cosmo-86. has tak~n a n~w step forward towards its opening. with the recent election of its new president, Fernando de Caralt, 52 years old, aeronautical engineer, current Chairman-Director of Construcciones Aeronauticas, SA (CASA) and President of AFAR MADE (Asociaci6n Espanola de Fabricantes de Armamento y Material de Defensa, Spanish Association of Armament and Defense Material Manufacturers).

THE CONTROLLER/MARCH 1986

Marseille ACC

by A. Avgoustis (Editor)

CRN3/Nord

â&#x20AC;˘

BREST

CANA/ouest

A small university city of not more than 1 00 OOO people geographically situated about 30 kilometers north of the Mediterranean seaport of Marseille, Aix-en-Provence hosts one of the most important Area Control Centers in Europe , responsible for the safe conduct of over half a million flights each year.

The airspace for which Marseille ACC is responsible lies mainly over water. The smaller part which covers the South Eastern part of France includes numerous airports that serve the world's most famous tourist resorts, such as Nice, Cote d'Azur , Cannes, Monaco, etc. The center also serves traffic to and from European capita ls, to tourist resorts in North Africa and Spain.

Marseille ACC is physically situated on a hill to the north and overlooking the city. Support to the air traffic control services include the technical maintenance, computer and admini stration. A total of 263 air traffic contro llers (supervisors, control lers and assistant controllers), 63 maintenance technicians, 22 engineers, 25 technical assistants and 39 administrative officers are employed.

1 2 volunteer controllers, who are selected for their experience and qualifications, are responsible for the on-the-job training of new controllers .

Simulators are linked directly to the main computer of the French National School of Aviation , some 500 kilometers away at Toulouse .

The two basic division s of the M arseille Area, th at is upp er and lower , are further subdi vided into five sectors for the upper and nine sectors for the lowe r airs pac e . The ACC is responsible for three terminal control areas: M arseil le-M erigna ne , Lyon-Satol as and Nice-Cote d 'Azur .

THE CONTROL LER/ MA RCH 1986

MADRID

Input devices linked to the mainframe computers

27

Controllers work on a 1 2-shift rota of 22 controlle rs per shift. Their rostered hours follow this pattern: 1st day. 0700-1 800 hrs 2nd day. 0730-1900 hrs 3rd. 4th and 5th day. off duty 6th day. 0930-2000 hrs 7th day. 1 300-21 00 hrs 8th and 9th day 2000-0700 hrs 10th. 11 th and 1 2th day. off duty.

The average working week is 32 hours and holidays are taken in four 1 2-day periods.

All French controllers are entitled to familiarization flights and have fare concessions on French airline s: 50% on all domestic fl ights.

75 % on one flight per annum . Air France. and 90 % on one flight per annum. UTA. Seven radar installations. seven radio remote relay stations and five mainframe computers for radar track- Control position ing and flight plan processing make up the data block on the display. giving callsign. flight level. ground speed. emergency readout. conflict alert. etc.

A slew ball facility provides computerized prediction of target position together with the heading and range reado uts to enable a target to join a fix.

For search-and-rescue purposes.

Marseille ACC makes use of the SARSAT / COSPAS satellite system. situated near Toulouse. France (a comprehensive description of the system was published in 'The Controller', issue 2/85).

Failure to Practice Seeand-avoid Techniques Was the Cause of a midair invo lving a Rockwell Commander and a Wings We st Beech C99. a collision that killed 17 people on August 24, 1984, near San Louis Obispo Airport, an uncontrolled facility in Southern California. The NTSB said that neither the pilot of the commuter airplane nor the pilot of the single engine aircrah detected the other airplane in time to execute an evasive maneuver.

However. the Safety Board added that the accident might have been prevented if either aviator had observed the proper procedu res concerning operations at uncontrolled airport s. Furt hermore, the NTSB recommended that the FAA . 1) require air ca rriers to comp ly with recommended procedures for operating at uncontro lled airpo rts; 2) require air carrie rs eithe r to be on an IFR flight plan or obtain radar advisory services; and 3) expedite the development of TCAS .

28

The instructor and the st udent THE CONTROLLER / MARCH 1986

Eurocontrol Permanent Commission's 67th Session

The Permanent Commission of Eurocontrol. the European Organization for the Safety of Air Navigation. held its 6 7th Session in Brussels on 26 November 1985. presided over by Mr. Alfred Bayer. State Secretary in the Ministry of Transport of the Federal Republic of Germany.

The Permanent Commission took note of a report on the status of the ratification procedure in respect of the Protocol amending the Eurocontrol Convention of 1 3 December 1 960 and of the Multilateral Agreement relating to route charges. which were signed in Brussels on 1 2 February 1981 . It noted the fact that the last signatory state to the Protocol (the Netherlands) had now almost completed the national ratification procedure. The instrument of ratification was deposited with the Belgian Government in time to permit the entry into force of the amended Convention and the Multilateral Agreement on 1 January 1986. On that date. Portugal became the Organization's eighth Member State.

Regarding the organization's future common tasks and activities. the Permanent Committee stressed that particular importance should be attached to the definition of common objectives in matters of air navigation. formulation of a concept for air traffic services and the establishment of a common medium-term plan.

The Permanent Commission recommended that. in respect of assistance to non-member States. the organization should strive to do so with a view to promoting industry of the member states.

In the context of the transfer of air traffic control in the airspace over the Netherlands at Flight Level 300 and above to the Maastricht Center with effect on 1 March 1986. the Permanent Commission determined the horizontal and vertical limits of the airspace of the Netherlands in respect of which air traffic services are entrusted to the Agency.

The Permanent Commission provisionally approved the organization's budget for 1986 pending the entry THE CONTROLLER/MARCH 1986

into force of the amended Convention.

The credits for payment (investment and operations) entered in the budget represent a total of 123.206.420 ECU. Credits for payment earmarked for operating expenditures financed by the eight member states amount to 55.922.930 ECU. while the total corresponding credits financed by the four states of the Benelux/ Federal Republic of Germany region account for 32.943.480 ECU. The credits required for the Central Route Charges Office represent a total of 7.156.110 ECU. The Permanent Commission took note of a draft agreement between the four states in the Benelux/ Federal Republic of Germany region relating to the future operation and financing of the Maastricht control center.

The Permanent Commission agreed on the draft of a special agreement on the operation of the Maastricht Control Center to come into effect after the transitional period. The agreement regulates. inter alia. the financing of the cost of the Control Center. insurance against risks. and the status of the personnel. who will remain Eurocontrol personnel.

In respect of air navigation route charges. the ministers. in their dual capacities as members of the Permanent Commission and National Authorities. approved the unit rates and transatlantic tariffs to be charged to airspace users with effect from 1 January 1986. This approval was provisional in the sense that it ~ould be confirmed by all the states signatory to the Multilateral Agreement relating to route charges after its entry into force on 1 January 1986.

The Kingdom of Belgium's representative assumes the Presidency of the Permanent Commission from 1Januaryto 31 December 1986.

Mr. Alfred Bayer. Secretary of State in the Ministry of Transport of the Federal Republic of Germany will assume the presidency of the enlarged commission for route charges matters for the same period.

ICAO Council Considering More Stringent Measures

Security

The ICAO Council has completed preliminary consideration of proposals for more stringent aviation security measures to be applied for all international civil air operations. These measures. in a draft amendment to Annex 1 7 - Aviation Security to the Convention on International Aviation. have been sent to ICAO's 156 Contracting States and to international organizations for review and comment and with a request for early response due to the urgency of need. Subsequent action by the Council to adopt the final measures formally could be taken before the end of the current session in December.

The proposed changes are part of a comprehensive review of Standards and Recommended Practices (SARPS) undertaken by the Council's Committee on Unlawful Interference assisted by an ad hoe group of world experts. The Committee has recommended new provisions as well as the upgrading of some guidance material already in existence to the level of Standards to be applied uniformly worldwide.

An important new specification recommends that States establish measures to ensure that operators do not place or keep onboard an aircraft the baggage of any passenger who has registered but has not reported for embarkation. unless it has been subjected to security control procedures.

Other provisions referred to States for comment include measures for better security control of transfer and transit passengers. as well as measures to deny access to the aircraft by unauthorized personnel and to prevent contact between passengers who have been screened and those who have not. Another proposal would require each State to implement measures to protect cargo. baggage. mail and operator's supplies and to establish procedures for inspecting an aircraft believed likely to be the objective of unlawful interference.

The Council also has decided to refer to its subsidiary bodies. the Air Navigation Commission and Air Transport Committee. additional recommendations of the ad hoe group of experts pertaining to amendments of other Annexes and other actions to protect international civil aviation from acts of unlawful interference.

29

New Publications by IATA Ticket Fraud Ticket fraud is a losing proposition for the airline industry. A few years ago, a survey indicated IATA Member airlines were probably losing about $ 100 million a year as a result of revenue fraud, with a later study reevaluating these losses at almost twice that figure.

In an effort to deter fraudulent activity, a number of new steps are being implemented, including the increased use of computer techniques to identify stolen tickets, and advances in the technology of printing automated tickets and other travel documents.

The experimental use of laser beams to scan tickets is also underway.

One of IATA's major undertakings towards resolving this problem is the ongoing scheduling of Fraud Prevention Seminars around the world. Recently such a seminar for carriers serving Africa and the Middle East was held successfully in Nairobi.

'The Nairobi Fraud Prevention Seminar was part of the continuing process of improving communications among IATA Member airlines¡, explained Rodney Wallis, IATA's Director, Facilitation and Security. 'It provided a forum for the exchange of ideas and information on which the industry c~n build a defense against revenue cnme. ¡ One of the topics addressed at the S~1:1inar, chaired by John Peters of Bnt1sh Caledonian, dealt with the need for greater cooperation between airlines and police authorities in detecting_ fraud. The 107 participants representing 4 1 carriers at the Seminar als~ discussed the existing fraud prevention capabilities available to the industry for Universal Air Travel Plan Cards and airline accountable travel documents, while carriers were encouraged to make the greatest possible use of existing automated systems.

One of the most crucial elements affecting airline revenues is the issue of currency manipulation, which has an impact on revenues held captive in countries imposing strict currency exchange controls. The Seminar was briefed on many instances of illegal ticket movement among countries, and efforts aimed at reducing this malpractice were highlighted.

Other issues were discussed, such as the role of the IATA Marketing Information Officer in the area of fraud prevention and investigation and the structure and dimension of the new Airline Reporting Corporation (ARC). _______________ 30

International On-Flight Origin/ Destination Statistics Summary Report This report, issued annually, contains statistics for the previous calender year. Data is submitted by approximately one hundred IATA Member airlines and estimates developed for the remainder of the membership. The report provides data on points serviced between defined regions and sub-regions and distinction is made between passenger and freight services, and scheduled and charter traffic. Percentage services over the previous year are also provided. IATA Member Airlines: US $40 per copy. All other parties: US $ 80 per copy.

North Atlantic Passenger Traffic Report Information from all IATA data on

North Atlantic operations is utilized in this report, which reviews scheduled and charter passenger traffic and capacity development during the previous six years on an annual and quarterly basis. A trend analysis of carrier groups, individual airlines and North American regions completes the report. making it the most useful single volume reference source on the world's most important international route area.

IATA Member Airlines: US $40.

All other parties: US $ 80.

Revenue Accounting

Manual 1985

This manual explains the standard procedures for settlement of interline accounts for passenger, cargo, Universal Air Travel Plan and miscellaneous revenues.

Additional copies: US $ 1 7 per copy.

Musings on Museums

by James P. Lambert (President, Irish A TCA)

On a recent visit to the city of York, I visited the very fine folk museum where rooms are on display furnished exactly in period style; Georgian, Victorian, etc., even one dating from the nineteen fifties which I found a bit disconcerting, as I tried to explain to my children how I had grown up in a room which now appears to be a museum piece. The reader may well be asking what this travelogue has to do with air traffic control but the visit set in motion a train of thought which may have some relevance.

First a bit of background information. A problem which smaller air traffic services occasionally have is the complete replacement of an existing facility. This is not a difficulty for larger countries as they have the staff, research facilities and probably an indigenous electronics industry which will enable them to handle adequately any project. For smaller countries there is great difficulty in designing a center and specifying equipment when one is ignorant of what is available and if there are new solutions to old problems. Of course, one could hire consultants, but they are expensiveand you still don't know if you have the right solution. A quick dash could be made around Europe to as many Centersas possible but the one center that has the most relevancecould be missed or one could be seduced by sophisticated equipment which, at enormous expense may or may not solve your problems.

This is where my train of thought __,occasioned by my visit to York comes in.

There is a need in Europe for a model display center, not a museum piece, but a modern up-to-the-minute center, approach facility and control tower, catering for small to medium density airspace. The obvious place for it is Bretigny. I am aware that they carry out simulation exercises on behalf of Eurocontrol and national authorities but this would be something more, a constantly updated and state-ofthe-art facility with tried and tested modern communications equipment, radar displays, data displays and data interchange facilities suitable for a small to medium center. The ancillary facilities such as seating, lighting, air conditioning, etc., also to be equally modern and ergonomically tested. Has everybody else experienced the same difficulty in getting such a simple item as a comfortable chair which will perform adequately for more than six months?

The need for such a display center or centers seems obvious. The cost, of course, could be an inhibiting factor but could be kept to a reasonable level with the cooperation of European electronics' manufacturers in supplying their latest equipment on loan as the benefits accruing to them from having their equipment on display would be considerable. Fees would also be charged for simulation exercises and for the use of specifications.

To bring my train of thought to a conclusion if they also want to display a center and tower as museum pieces, I know where there is a suitable one of each.

THE CONTROLLER/MARCH 1986

lnmarsat to Fund Aircraft Satcoms' Demonstrations

AOPA NEWSLETIER 1985

ARSA Airport

Radar Service Area (ARSA)

The FAA reports that the following inform atio n is being placed in the Airman ¡s Inform at ion M anual (AIM).

1 00. Airport Radar Service Area (ARSA)

a. An Airport Radar Service Area (ARSA) cons ist s of controlled airspace ext end ing upwa rd from the surface or higher to speci fied altitu des. w ithin w hich all aircraft are subj ect to th e ope rat ing rules and pilot and equ ipm ent requireme nts specified in FAR-g 1 . ARSA are described in FA R-7 1. (See FAR-71 . 14 .) b. Dimen sion i) A RSA (A basic standard design w ith minor site speci fic variations.) The ARSA airspace cons ists of two circles. bot h centered on th e primary / ARSA airport . The inner circle has a radius of 5 NM . The outer circle has a radius of 10 NM. The airspace of th e inner circle extends from th e surface of the A RSA airpo rt up to 4000 feet above the airport . The airspace area betwee n the 5 and 10 NM rings begins at a height 1 200 feet AGL and extends to the same altitud e cap as th e inner circ le. ii) Outer Area . The normal radius wi ll be 20 NM w it h some variatio ns based on site speci fic requirements. The oute r area extends outwa rd from t he primary / ARSA airpo rt and extends from t he lower limit s of radar/ radio coverage up to t he cei ling of the approac h con trol 's delegated airspace. excl uding the ARSA and other airspace as app rop riate. c. A RSAs are charted on Sectiona l Charts. and some Termina l Contro l Area Charts. . i) The fo llowing areas are cu rrently designed as A RSAs and are dep icted on Sect ional Charts .

THE CON TROLLER/ MARC H 1986

Maryland-Baltimore Ohio-Columbu s Texas-Au stin This list w ill be updated as add it iona l ARSAs are implemented . Pilots should co nsult current section al c harts and NOTAMs for the lat est information on services available. Pilots should be aware t hat some ARSAs underlie or are adjacent to TCAs. 101. Airport Radar Service Area (ARSA) Operation

a. Operating Rules and Pilot / Equipment Requirements i) Pilot Certification : Stud ent Pilot or better . ii) Equipment : Two-Way Radio iii) Arrivals and Overflig hts: No person may ope rate an aircraft in an airport radar service area unless two-way radio communic ation is established with ATC prior to enter ing that ARSA and is thereafter maintained w ith ATC. w hile w ithin that area. iv) Departures : No person may operate an aircraft w ithin an airport radar service area unless two-way radio commu nication is mainta ined w ith ATC wh ile within that A RSA. except : a. For aircraft depart ing sate llite airports/ heliports w ithin the A RSA surface area (inn er 5 NM ). all aircraft shall establish two -way radio comm unication with ATC prio r to enter ing the airspace. b. Aircraft departing satellite airports / heliports w ithin the surface area of the ARSA airspace shall establish two-way radio comm unicat ions with ATC as soon as possib le. Pilots mu st comply with approved FAA traffic patterns when depart ing t hese airports .

lnmarsat (International Mar it ime Satel lite Organizat ion) w il l fund the de ve lopm en t of avionics equipmen t for aeronautical satell it e communications and provide equipmen t sets to intere sted airlines for pre-o perational trials and demonstr ation s.

The pur pose of the demo nstrations will be to provide a means for the av iation indu stry to gain exper ie nce of sate llit e communications . and so to ha sten the evolution of ind ustry-standard equipment specifications and the introduction of services.

The Council of the 44 -memberco untry lnm arsat organization. recently appro ved the de ve lopmen t propo sal as part of a program designed to enable lnm arsat to begin offering ae ron auti cal voice and data communications se rvices - includ ing passenger t elephone - as soon as po ssible.

The mo ve comes soon after last Octob er' s amendments to lnmarsat's Con vention and Operating Agreem ent w hich gave l nmarsat a mandate to carry ae ronaut ical. as well as maritime. commun ications over its satellite system. Th ere are currently a lmo st 4.000 vessels. oi l rigs and other units equipped to operate with the lnmar sat globa l system. l nmarsat wi ll contract for the deve l_opment and manufacture of high gain antennas and RF subsystems for f itting to aircraft. other avionics subsystem s including voice codecs and interfaces . and equipment for groundbased network access stations.

Requests for proposal s will be iss ued to manufacturer s worldwide early this year. with delivery scheduled for later in the year. Flight trials of the equipment a re expected to begin around the end of 1986. . l nmarsat's Signator y organizat ion s. which are generally either te lecommunications authorities or companies . will shortly be having discussions with their nation al a irl ines and air traffic service authorities in order to determine their interest in part1c1patmg in the program. ¡w e anticipate cons id erable inter est from airlines in flying thi s equipment. Indeed. many are anxious to have operational long - range satellite data or passenger telephone services now .' Olof Lundberg. lnmar sat's Dire ctor General . said .

31

Book Review Understanding

Radar

by Henry W Cole Published by Collins Professional and Technical Books 7985 (284 pages) price ÂŁ9 .95

It is customary when review ing a book - particularly a technical one - to ente r directl y into highlights to show its practical use . This time I make an except ion and start with the author first; an excep tion w hich in effect will produce a more critical review of the aims and objectives of the book.

Har ry has been in the radar business since he joi ned as a wet-nosed lab assistant to G.8. Flem ing during World War II.

Monopulse

Secondary

After service in the Royal Signals Corps in the M iddle East he did development work on MT! systems, field trials and commissioning of A TC Radar systems . Harry joined Marconi Co. in 7960 as radar systems engineer and has lectured for many years to the postgraduate course at Birmingham University on radar and A TC. He

Radar from Thomson

T homson -CSF has just set up an en-route control station located on Mount Kiana (Cyprus) , associating an LP 23 K klystron primary radar with an RSM 870 monop ulse secondary radar. The project is the first of its kind to associate two top -le vel radars in a single station. The control tower at Larnaca international airport and the Nicosia control center with its integrated simulator, process radar information us ing an Aircraft 200 air traffic control system.

The monopulse secondary radar will be increasingly widely used in the coming years . Thomson-CS F. one of the major developers of the system, has already announced a major new commerc ial success.

Au stria has placed an order with Thomson-CSF for a statio n comprising an RSM 870 monopulse secondary radar associated with a TA 10 M primary radar, to be installed at Vienna's Schwechat airport. The radar inform ation is to be processed and displayed at the Schnirgasse control center . An identical configurat ion (TA 10 M assoc iated with RSM 870) has been in se rv ice at Linz airport since De cember 1984, when it became the world's first operational monopulse radar.

Thomson-CSF Instrument for Lisbon Airport

Landing System

T homson -CSF ha s recently signed a contract with the Portugue se civil Aviation Authority (A NA ), ahead of st iff international competition, for the supply and installation of two ILS 381 T category Ill in strument landing sys tem s . The equipment is to be insta lled on the main runway at Lisbon Airport and incorporates high ly advanced re mote -ma intenance facilities allowing for local and remote mon itor in g of a ll subsyste m s Subsy stem s parameters are microprocessor-control led and displayed on graphic monitors.

T he centra l co mpu ter at the remote -maintenance cente r w ill also handle a large numbe r of VOR / DME navai ds: Thom son-CSF a lone was able to offer this new potent ial and th ereby meet th e ful l requirements of the ANA.

Ferranti Launches VARS-H A ~ast er and more powerful version of t he Ferrant i VARS high performance computer grap ics control ler had its European launch at the Computer Graphi cs exh1b1tion at Wemb l_eyon October 1 6- 1 8. . Designated VARS-H. the new system uses a pipe lined, multiproce ssor architecture wd1th do~b le buffered pixel memory (swing plane) operation for instant aneou s picture upating. esolution 1s programmab le and can be in excess of 1OOOpixels X 1OOOline s.

VARS- Hi s GKS (Gra_ph1csKernel System) co mpatible w ith fast hardware supported 2-D image transfmmations. windowing, c lipping and image 'p ic k'. It uses a retained , editab le disp lay 11 st with h1erarch1cal data str uctures and hardwa re po lygon fill .

Thi s system can be used fo r almost any comp uter graph ics app licat ion including CAD / CAM ,_contro l room displays and t rainer/simu lators, and its flexibility allow s for easy use with a w ide variety of host processo rs, monitors and graph ics peripheral s.

VARS -H 1smanufactured by the Wythe nshawe Division of Ferranti Computer Systems and has already been introduced to the US market.

32

Henry W. Cole has had many papers and articles published (many in this Journ al) and has particular interest in SSR matters . He is currently Principal Systems Engineer with Marconi Radar Ltd., in Chelmsford, England.

From this background success was indeed guaranteed.

Through the maze of radar technicalities - primary and secondary - the author produces a perfect 'instrument' that fits in the hand s of the air traffic controller, the airport planner. system engineer and computer personnel engaged in radar data analysis.

Radar, as we all know it, is of vital importance in aviation but many are the users who do not fully understand its workings and effects. The book provides an insight into the problems and solutions of radar engineering. The principles and effect s common to both primary and secondary rada r are comprehensively covered.

The book is divided into 1 5 fully illu strated chapters classed into four distinct parts. Part 1 (first six chapters) cove rs matters which are common to both primary and seco ndary radar ; part 2 (next three chapters) covers the principles and variety of primary radar s and sign al processing; part 3 (of three chapters) cove rs the Secondary Surveillance Radar (SSR), its basic concepts, problems and so lution s, the futur e use, Mode 'S' data and its technical implications; finally, part 4 deal s with the actua l displays, such as plot extracted displays, mixed real-tim e synthetic displays. etc.

H .H . Hensch ler, IFATCA' s president , who wrote the Forewo rd to the book , very aptly says that th e autho r 'in his admirab ly concise and under sta ndab le manner' answer s question s on the inner work ings of radar w hich even to the expert user continue to be a mystery .

Th e author made an excellent job and ach ieved the goal aimed . at when he started w riting the book . He is specific on technical point s and understandable to the user . I do not think that th e author doe s ju stice to him self w hen he state s in the Preface of the book, ' I have striven to be rigorou sly specif ic whenever such rigour was cal led for , but ask forg iveness for occasiona l breaches w here rigo ur has been sacrif iced for the sake of clarity'. Thi s in effect is an advantage as the book is not spec ifi ca lly int ended for radar engi neer s.

Andreas Avgoustis THE CONTRO LLER/ MARCH 1986

Membership

Benefits

List of hotels granting discounts to IFATCA members upon production of their valid membership card

AUSTRIA Parkhotel. Graz Hotel Maria Theresia. Innsbruck Hotel Europa. Innsbruck Hotel Tyrol. Innsbruck Hotel Touringhaus. Innsbruck Holiday Inn. Innsbruck Tourotel. Linz Hotel Sportklause. Niederau-Wildschonau. Tirol CANADA Seaway Hotels: Montreal. Toronto. Ottawa. Halifax. Kingston Hyatt Regency: Montreal. Vancouver. Vancouver Airport Hilton Canada: The Queen Elizabeth Montreal. Montreal Aeroport Hilton at Dorval Airport. Toronto Airport. Harbour Castle Hilton Toronto. Quebec Hilton_.Vancouver Hilton Hotel Loews La Cite. Montreal DENMARK Hotel Mercur. Copenhagen Hotel Richmond. Copenhagen Hotel Du Nord Greena. Greena ENGLAND The Churchill. London The London Ryan Hotel FIJI . I ·1 A. Fiji Mocambo Hotel. Nad1 nt 1rport FRANCE Holiday Inns: . .

A · L'II L · L'II Paris Orly Airport. Ro1ssyAirport. v1gnon. 1 e esquin. 1 e Macq en Baroeul. Strasbourg GERMANY Holiday Inn. Munich .

Hotel Sonnenhof. St. Blas1en-Menzenschwand GREECE Chandris Hotels HOLLAND Hotel Krasnapolsky. Amsterdam Hotel Ibis. Amsterdam Airport HONG KONG The Empress Hotel. Kowloon HUNGARY Budapest Hilton Duna Intercontinental Atrium Hyatt Budapest Novotel Budapest Hotel Expo !CELANO Loftleidir Hotel. ReykJavik INDONESIA Rama Beach Cottages. Denpasar / Bali IRELAND International Airport Hotel. Dublin The Gresham Hotel. Dublin Blooms Hotel. Dublin The Killarney Ryan Hotel The Limerick Ryan Hotel The Galway Ryan Hotel The Yeats Country Ryan Hotel The Westport Ryan Hotel ISRAEL Country Club Hotel Israel Hiltons ITALY Etap Hotel Boston. Roma Etap Hotel Astoria. Firenze Etap Hotel Bologna. Bologna Etap Hotel Club Paestum. Salerno 11 Hotels of Associazione T.A.S .. Abano Terme KENYA Hotels & Lodges of African Tours and Hotels Ltd - South Coast Hotels Two Fishes & Trade Winds North Coast Hotels Mombasa Beach. Mnaran1 Hotel.

Whispering Palms

INTERNATl()NAI...

FEPERATION OF AIR TRAFFIC CONTROLLERS ASSO.CIATIONS

THE HOLDEROF THISCARDISAN INOIVIOUALMEMBEROFIFATCA

Safari Lodges Kilaguni. Ngulia. Voi. Meru Mulika.

Mountain Lodge. Marsab1t. Hunters Lodge Milimani Hotel. Nairobi Grosvenor Hotel. Nairobi Sunset Hotel. Lake Victoria Tea Hotel. Kericho Mt. Elgon Lodge LUXEMBOURG Holiday Inn. Luxembourg Hotel Empire. Luxembourg MEXICO Hotel Las Hamacas. Acapulco Acapulco Imperial NETHERLANDS ANTILLES Holiday Beach Hotel. Curacao NEW CALEDONIA Hotel le Nouvata. Noumea Noumea Hotel. Noumea NEW ZEALAND Hotel _Chateaux Commodore. Christchurch Colonial Inn Motel. Christchurch Ambassador Travel Hotel. Wellington South Pacific Motor Inn. Lower Hutt The City Hotel. Dunedin Angus Inn Motor Hotel. Hastings Bungalow Tourist Hotel. Rotorua Travelodge Australia Ltd.: all Travelodges and Parkroyals throughout the South Pacific PERU Hotel Crillon. Lima PORTUGAL Lisboa Penta Hotel. Lisboa Balaia Penta Hotel. Albufeira. Algarve SEYCHELLES Reff Hotel. Mahe SPAIN Penta Club. Ibiza Sun Club Bungalows. Playa del Ingles & Maspalomas SRI LANKA Hotel Lanka. Oberoi. Colombo SWITZERLAND Hotel d' Auteuil. Geneva Ho_lidayInn. Zurich-Regensdorf Movenp1ck-Hotel. Zurich-Airport TUNISIA Hotel Les Orangers. Hammamet TOGO Hotel De la Pa1x. Lame USA International 6 Motel. Disneyland. Anaheim VENEZUELA Doral Beach Villas & Hotel. Puerto La Cruz YUGOSLAVIA Hotel Lav. Split HERTZ car rental in several countries Detailed information as to rates and hotel addresses are available at the IFATCA Secretariat and will be provided to interested mern bers on request.

IFATCA Secretariat. 10 Camckh1IIClose. Portmarnock. Co Dubi11, Ireland.

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Air Traffic Control SELENI.A

Experience is the key world in the design of Air Traffic Control Systems.

Since the introduction of the first Air Traffic Control radars in 1960, Selenia has dedicated major resources to the design and development of ATC systems. Important breakthroughs, including truly site and environ-

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Selenia is experience in air traffic control systems

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