IFATCA The Controller - July 1966

IFATCA JOURNAL OF Al R TRAFFIC CONTROL

In this Issue.

Fifth Annual

IFATCA Ccmf91ftM

.....

FRANKFURT AM MAIN

JULY / AUGUST 1966

VOLUME S

NO . 3

z Ill

z Determinants of Our Air Traffic Control Systems: Improved Equipment Performance Redevelopments Toward Future Requirements TELE FUN KEN developed a new Precision Approach Radar System improving the range coverage from 10 NM to 12 NM. The transmitter power was increased and the receiver sensitivity improved. The elevation reflector provides coverage in the azimuth plane by way of cosecant-squared patterns on both sides.

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Ill

...

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1

r

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Simulators H · 1 fi for . a·ir traffic control trammg e1g lt mdmg' search a nd acqu1.smon . . s1 . .mu1:llors 1~or d eJicnce tr~ining.

High resolution ·d defence radars. vi eo maps for operational use with ATC and

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For more than 10 years Solartron bas provided equipment to the fighting services, merchant marine and civil aviation authorities.

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The Marcon i Company and Compagnie Franc;aise Thomson-Houston have jointly produced the ground element of a secondary radar system embodying every latest electronic technique to meet ICAO and all known f uture Air Traffic Control requirements.

Marconi -Thomson seconda ry radar systems Tho Marconi Company Limited, Chelmsford, Essex, England.

Compagnie Fran~aise Thomson-Houston, 173 Boulevard Haussman, Paris, France

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Marconi Rainbow Radar

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Frequency range

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Peak power output Aerial

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Display ranges

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12" PPI _high brightness (incorporating electronic bearing indicators w hich preclude para llax errors) 12t. 25• 50, 100, 150, 200 n. miles

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ATCR systems and METEOR radars from SELENIA have been chosen and are in operation for the Air Traffic and Weather Bureaus Authorities of 15 Countries.

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Selenia has a staff of engineers working on the problems conn~cted wrth saf.ety.rn t~e arr: all the experience acquired by years of research and production in the military and professional electronic freld rs put to good use to reach one basic goal : Keep the Air Traffic safe. . .

Selenia is prepared to give all kind of assistance in solving the proble~s concerning. Arr Traff.ic : from the study of the best system. to the training of personnel, through research, desrgn, construction an~ installation of complete n~tworks, including Terminal and Air Route Control radars, Weather radars, data handling and display syste microwave links, remote control and data transmission equipment, etc. ms,

SELENIA - INDUSTRIE ELETTRONICHE ASSOCIATE S.p.A.

P.O. BOX 7083 - ROME CITALY)

IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Volume 5 · No. 3

Frankfurt am Main, July/August 1966

Publisher: International Federation of Air Traffic Controllers' Associations, Cologne-Wahn Airport, Germany.

Officers of IFATCA: L. N. Tekstra, President; G. W. Monk, Executive Secretary; Maurice Cerf, First Vice President; Roger Sadet, Second Vice-President; Ernest Mahieu, Hon. Secretary; Henning Throne, Treasurer; Wolter Endlich, Editor.

Editor: Walter H. Endlich, 3, rue Roosendael, Bruxelles-Forest, Belgique Telephone: 456248 Production and Advertising Sales Office: W.Kromer&Co., 6 Frankfurt am Main NO 14, Bornheimer Landwehr 57a, Phone 434325, 492169, Postscheck Frankfurt (M) 11727.

Rate Card Nr. 2.

Printed by: W.Kramer&Co., 6 Frankfurt am Main NO 14, Bornheimer Landwehr 57a.

Subscription Rote: OM 8,- per annum (in Germany).

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

IFATCA does not assume responsibility for statements mode 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 ·rhe 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: Cossor/ELLIOTTS Bros. (Inside Back Cover); The Decca Navigator Co. Ltd. (Bock Cover); Dr.-lng .. Hell (41); Hollandse Signoalapparaten (47); The Marconi Co. Ltd. (2, 3); Selenia S.p.A. (4); Solartron Electronic Group (l); SRT A.B. (43); Telefunken AG (Inside Cover) Picture Credit: H. Brue II, Zurich (65); Cassar Electronics Ltd. (62); ELLIOTT Brothers (London) Ltd. (63, 64); Marconi Co., Ltd. (66); NASA (68); Pontificia Fotografia Felici, Rome (35); Fata Prati, Rome (8, 11, 15, 16, 30, 33, 36).

CONTENTS Report of the Fifth Annual IFATCA Conference, Rome Agenda

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

6

Opening Ceremony . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Address by Senator Piero Caleffi, President of ANACNA

8 9

Address by the Hon. Mario Marino Guadalupi, UnderSecretary of State for Defense . . . . . . . . . . . . . . . . . . . . . . . .

11

Address by Dr. Domenico Grisolia, Deputy Lord Mayor of Rome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

Address by Mr. L. N. Tekstra, President of IFATCA . . . . . .

Plenary Meeting

13

Sub-Committees A Sub-Committees B Final Plenary Meeting ............................... .

Address by Mr. H. M. Koemans, IAOPA ............... .

Address by Capt. M. Della Rosa, IFALPA ............. .

23 27 29

Address by Mr. A. M. Waldin, FAA Address by Capt. U. Auramo, ANPAC ................. .

Address by Mr. A. Goitom, Civil Aviation Department, Ethiopia ........................................... .

16

29

31 31

32

32 Address by Mr. T. K. Vickers, ATCA ................... . 33 Address by Mr. W. E. J. Groves, on behalf of the Corporation Members of IFATCA ......................... .

Visit to St. Peters and Papal Audience ................. .

The Centro per lo Sviluppo dei Trasporti Aerei ....... .

34 35

36 36

Visit to the Selenia Company ......................... .

Discussion Panel "Air Traffic Control Displays" ....... .

37

Corporation Members of IFATCA ................... .

Attendance List ..................................... .

Appendices to the Conference Report ................. .

44 48

42

North Atlantic Lateral Separation .............. .

61

EUROCONTROL orders HARCO equipment

61

SIF/SSR Systems and the Customer ................... .

by R. Shipley and F. J. Crewe

62

Maastricht UAC .. · · · · · · · · · ........ · · · · · ·

64

Dr. W. Guldimann Director of Eidgen. Luftamt

65

The Marconi Distance From Threshold Indicator

66

by H. Guddat Book Review .... · · · · · · · · · · · ·

68

Report of the Fifth Annual IFATCA Conference Rome - 1Sth-21 st April 1966 Palazzo dei Congressi Agenda Plenary P.l P.2 P.3

P.4 P.5 P.6

P.7

Opening Ceremony ..................................................... .

8 Roll Call of Directors .................................................... 16 Membership ............................................................. . 16 P.3.1 App I i cations for Membership P.3.1.l A.T.C. Associations P.3.1.2 Corporation Members P.3.2 Members h i p di ff i c u It i e s Presentation of the report of the Fourth Annual Conference ................... 16 Report of the President ....................................... .

17 To consider the report in its general aspects ············ Appointment of Sub-Committees ............................... .

23 P.6.1 To appoint sub-committees to carry out the business of the C~~f~;~ Ad . . . nee .

A S u b - C omm1ttee . m1n1strative and Nomination Sub-Committee B. Technical and Professional Nomin~tion of one member for each committee by each association, if possible.

P.6.2 To appoint the following officers for the sub-committees : Ch airman, · Vice-Chairman, Secretary Any other business ....................................................... .

23

...

Sub-Committee A A.l

Administration and Nomination

Reports of the Officers ............................................. .

24 Honorary Secretary Treasurer A.1.2.l Income and Expenditure Account, Balance Sheet and Auditors Report A.1.2.2 Budget 1966/7 Editor A.1.3 Executive Secretary A.1.4 Reports of Standing Committees ................................. .

24 S.C. II "Publications and Public Relations" ········ A.2.1 S.C. Ill "Finance" A.2.2 S.C. IV "Environmental and human factors in Air Traffic Control" A.2.3 Internal Organisation ......... · · · · · · · · · · · · · · · · · · · · . . . . . . . . . . . . . . . . . . . . . . . 25 To consider the necessity, in the light of experience, to amend the A.3.1 Constitution and By-Laws, and the Manual A.3.1.l Manual. Report by the Honorary Secretary A.3.1.2 Constitution and By-Laws. Report by the Executive Secretary To consider a proposed Federation Membership Card submitted by A.3.2 the Austrian Association Nominations ............... · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · . . . 25 To consider nominations by Associations for the election of the following Officers for the years 1966 und 1967 (two year tour): President (Present holder: Mr. L. N. Tekstra) 2nd Vice-President (Present holder: Mr. Roger Sadet) Treasurer (Present holder: Mr. H. Throne) A.1.1 A.1.2

A.2

A.3

A.4

A.5

A.6

6

Regional Organisation ....... · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · . . . . . . . . . . .

To consider the report of the Regional Liaison Officers A.5.1 Austria A.5.2 Canada A.5.3 New Zealand A.5.4 Uruguay International ATC Academy ....... · ·............................. ........ .

To consider a report by the Association of Israel (65.A.18)

25

26

A.7

Legal aspects in Air Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26

To consider a report by the Canadian Association (65.B.35) A.8

IFATCA Conferences and Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 A.8.1 To consider a report by the Executive Secretary on the policy regarding type, frequency and duration A.8.2 To consider the location and date of the next Annual Conference A.9 Any other business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 A.10 Composition of Standing Committees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 A.11 IFATCA Publicity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Sub-Committee B B.1

B.2 B.3

B.4

Technical and Professional

Reports of the Officers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 B.1.1 1st Vice-President B.1.2 2nd Vice-Precident Reports of Standing Committee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 B.2.1 S.C. I "Technical and Professional Matters" Work Study Programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 B.3.1 RAC I 0 PS Meeting 1 9 6 3 (ICAO DOC 8346) (65.B.33) B.3.1.1 Criteria for VFR Flight and VMC Clearances for IFR Flights B.3.1.2 Separation Minima B.3.1.3 Cruising Level Systems B.3.1.4 Radio failure communications procedures B.3.1.5 Civil/Military Co-operation (65.B.32) B.3.2 Terr a i n C I ea ran c e (65.B.23) B.3.3 S ST a n d t h e AT C S y s t e m (65.B.24) B.3.4 S i m u I t a n e o s u s e o f Pa r a I I e I R u n w a y s (65.B.25) B.3.5 A i r I G r o u n d D a t a L i n k s (65.B.27) B.3.6 A r e a N a v i g a t i o n A i d s (65.B.28) B.3.7 C I o s e d C i r c u i t Te I e v i s i o n (65.B.29) B.3.8 R IT P h r a s e o I o g i e s B.3.9 A. I. S. I n t e I I i g e n c e Co-operation with International Organisations . · · · · · · · · · · · · · · · · · · · · · · . . . . . 28 To consider a report by the Executive Secretary B.4.1 ICAO B.4.1.1 4th Meeting of the ATC Automation Panel B.4.1.2 4th Air Navigation Conference Montreal Nov/Dec 1965 B.4.1.3 Liability of ATC Agencies B.4.1.4 EUM RAN Meeting - Geneva - Feb 1965 B.4.2

B.5

IFALPA B.4.2.1 Standing Committee 1. Discussions September 1965 B.4.2.2 Symposium - Rotterdam - Oct. 1965 B.4.2.3 Regional Study Group Meeting - Brussels - December 1965 B.4.2.4 Annual Conference - Auckland - March 1966 B.4.3 IAOPA B.4.3.1 Standing Committee 1. Discussions - Sept. and Nov. 1965 B.4.3.2 Annual Conference (Europe) - Munich - July 1965 B.4.4 IANC Annual Conference - Paris - March 1965 B.4.5 EUROCAE Annual Assembly - Paris - October 1965 B.4.6 IATA B.4.7 UIA Any other business ................................................... 28

Plenary P.8 P.9 P.10 P.11 P.12 P.13

Report and proposals of Sub-Committee A . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Report and proposals of Sub-Committee B . . . . . . . . . . . . . . . . . . . . . . . . 29 Addresses by Guests and Observers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Any other business . . . . . . . . . . . . . . 34 Closing Address by ;h~ ·p~~s.id~~·t.::::: : : : : : : : : : : : : : : : : : : : : : : : : . . . . . . . .

34 Adjournment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34 7

Senator Piero Coleffi delivering the Opening Address

Corporation Members of IFATCA See also page 37

On the morning of Thursday, 21 st April, there was a session of questions d . f "A" T ff" C I o路 I " on answers on t he su b 1ect o ir ro 1c ontro 1sp oys .

A Panel hod been formed from among the Corporation Members of the Fed era t"ion a 1.ist of whom is g iven below.

Air Traffic Control Association (U.S.A.) Cossor Electronics Limited The Decca Navigator Company Limited Elliott Brothers (London) Limited IBM World Trade Europe Corporation Inc.

'

ITT Europe Inc. The Marconi Company Limited N . V. Hollondse Signollopporoten N . V. Philips Telecommunicotie lndustrie Selenio lndustrie Ellettroniche Associate S.p.A. The Solortron Electronic G roup Telefunken AG Texas Instruments Inc. Whittaker Corporation Inc.

Ag ondo Item P. 1

Opening Ceremony The Fifth Annual Conference of IFATCA convened on the 18th Apri l, 1966 in the Palazzo dei Congressi, EUR, Rome.

8

Address by Sen. Piero Caleffi, President of the Associazione Nazionale Assistenti e Controllori della Navigazione Aerea and Under-Secretary of State for Public Instruction A nome dell'Associazione Italiano dei Controllori del Traffico Aereo sono lieto di dare ii benvenuto al Presidente della Federazione, agli Officers, ai Delegati delle Associ'azioni str'aniere, agli Osservatori degli Organismi internazionali, ai Rappresentanti del Governo ed alle Autorita aeronautiche italiane, alle industrie aeronautiche ed elettroniche ed a tutti i graditi ospiti di questo Quinto Convegno Annuale della IFATCA. Non occorre essere un esperto in aviazione per sapere che i controllori del traffico aereo sono fro gli elementi piu importanti dell'intero Sistema dell'Aviazione Civile. Come le autorita aeronautiche nazionali sono responsabili per l'organizzazione dello spazio aereo e per l'operativita del Sistema ATC nei rispettivi paesi, ii controllore del traffico aereo e l'avanguardia esecutiva nelle quotidiane operazioni del Servizio ed e ii mezzo che permette l'applicazione di tutto ii vasto complesso di regolamentazioni nazionali e internazionali: se esso fallisce, l'intero sistema fallisce. Da qui l'importanza crescente che, nella composite famiglia che forma l'Aviazione e andata assumendo l'Associazione dei controllori e la Federazione internazionale.

Non sta a me illustrare quali esigenze e necessita hanno spinto le singole Associazioni nazionali ad unirsi in un Organismo lnternazionale; molto presumibilmente sono le stesse esigenze che hanno spinto gli Stati a dar vita all'ICAO piu di vent'anni fa, e che hanno spinto la Compagnie di Navigazione Aerea a dar vita alla IATA; sono le esigenze che scaturiscono dalla nature stessa del mezzo aereo: l'Aviazione Civile per la sua stessa nature supera i confrni nazionali e non puo essere vista in tutte le sue branche, sia come collaborazione che come programmazione, altro che su base internazionale. Ed e anche su base internazionale, oltre che nazionale, che deve esplicarsi la collaborazione e l'apporto dei controllori del traffico aereo. Ecco la ragione principale di queste Conferenze Annuali: perche in un franco e lea le scambio di idee e di esperienze fro i controllori di tutte le parti del mondo, gli utenti del Servizio, le Autorita aeronautiche responsabili, gli Organismi internazionali e le industrie aeronautiche ed elettroniche, opinioni e soluzioni diverse possano essere messe a confronto nell'interesse del Servizio del controllo del traffico aereo e dell'Aviazione Civile in generale.

Forti della vostra esperienza operazionale voi controllori del traffico aereo potete e dovete dare ii vostro apporto tecnico per ii continue sviluppo e miglioramento del Servizio di ATC. D'altronde e ormai un fatto inoppugnabile che nuove tecniche e procedure nell'ATC si sono fondamentalmente sviluppate a livello operazionale, piuttosto che in consessi di esperti ad alto livello. E la storia dell'ATC in molti paesi e un esempio di questa partecipazione dei controllori allo sviluppo del Servizio di ATC. Ma vorrei dire ancora che l'apporto tecnico dei controllori, attraverso le loro Associazione nazionali e la loro Federazione, dovrebbe essere qualcosa di piu che una semplice teorizzazione delle loro esperienze operazionali, dovrebbe essere la piattaforma sulla quale operare determinate scelte politiche e a piu lunge prospettiva.

Amici controllori, io che sono un uomo politico so bene che non tutto puo essere ridotto semplicemente a politico, ma la politico e in tutte le attivita umane, e non c'e problema tecnico, specie see di cosi vasta portata e se interessa servizi di pubblica utilita, che possa essere risolto pienamente e compiutamente se non sul piano politico.

Per questo sostengo che l'apporto tecnico dei controllori non deve limitarsi a suggerire l'uso piu o meno appropriato di una determinate apparecchiatura, o a mettere a punto una procedure piuttosto che un'altra, ma, prescindendo doi ropporti puromente sindocoli, che devono piuttosto essere lasciati agli appositi orgonismi, e senza sconfinare nell'ambito decisionale proprio dell'Autorita aeronautica preposta al Servizio, l'apporto tecnico dei controllori deve espondersi ed approfondirsi ulteriormente in un'onolisi di tutti i complessi rapporti esistenti tra i controllori, ii Servizio, e le autorita aeronautiche responsabili di esso: dalla professionalita agli aspetti legali che so no coinvolti nell'ATS, dal reclutamento alla preparazione professionole, alla standardizzazione internazionale di tale preparazione mediante scuole od Universita a corattere internazionale, dalla responsabilita a!la previdenza contro l'inevitabile logorio psico-flsico determinate dal tipo di lavoro, in modo da dare alle autorita aeronautiche nazionali (e di riflesso a quelle internazionali) una piattaforma concrete dalla quale far scaturire le conseguenti scelte politiche e tecniche per una migliore irnpostozione, strutturazione, ed utilizzazione dell'intero Servizio di controllo del traffico aereo.

Questo, a mio avviso, l'apporto tecnico complesso, articolato, complete, che dovrebbe essere dato dai controllori e che dovrebbe essere sollecitato ad essi dalle autorita aeronautiche nazionli, do quelle internazionali, e do tutti gli utenti dello spazio aereo, per-

Agenda Item P. 1

9

che solo attraverso questo apporto e questa cooperazione, e attraverso quella degli altri Organismi interessati all'Aviazione, e possible costruire un Servizio di CTA veramente funzionale e moderno in tutti i suoi aspetti. Questo, a mio avviso, potra essere ii frutto del vostro incontro di oggi e dei vostri incontri futuri.

Nell'augurarvi un proficuo lavoro desidero ringraziare tutti quegli Enti e Organismi che con ii loro contribute hanno permesso la realizzazione di questa Conferenza, e desidero inoltre estendere ii ringraziamento dell'Associazione italiana e mio personale a quei controllori che hanno dedicate tutto ii loro tempo e le loro energie al successo di que~ta Conferenza.

Translation Agenda Item P. 1

On behalf of the Italian Association of Air Traffic Controllers, I wish to welcome the President of the Federation, the Elective Officers, the delegates of foreign associations, the observers of the international organizations, the Government representatives and the Italian Aviation authorities, the aeronautic and electronic industries, and all distinguished guests of the Fifth Annual Meeting of IFATCA. One need not be an aviation expert to know that air traffic controllers are the key people in the whole system of aviation. While the national aviation authorities are responsible for the organization of airspace and for the operation of the ATC system in their own country, the air traffic controllers are the operative frontlines of this service, and the means through which national and international regulations can be applied. Should they fail, the whole system would fail. Hence the ever increasing importance of the national association and the international federation in the fami_ly of av~a!ion. It is not my task here to explain why the national associations have decided to 1oin together to form an. international body like I FATCA. Most probably they have been led to do this by the same needs that stimulated countries to create ICAO more than twenty years ago and air carriers to create IATA. These necessities arise from the nature of aircraft. Aviation, owing to its nature, overcomes national boundaries and can only be considered in all its branches from the cooperation and planning points of view, on an international basis. The cooperation and technical contribution of the air traffic controllers should also be established on an international basis. This is the main aim of these annual conferences. In order that different opinions and solutions may be jointly discussed in the interest of the air traffic control service, and generally speaking, of aviation, through a sincere and fair exchange of ideas and experiences among controllers coming from all over the world, users of the service aviation authorities, international organizations and aeronautic and electronic industries: You gentlemen, air traffic controllers, due to your operational experience, can, and must give your technical contribution for a steady devel~pment and improvement of ATC service. In fact, it is by now obvious that new_ techniques a~d procedures have mainly developed at an operational level rather than in groups of _h1g~ly qualified experts. The history of ATC in many countries proves. clearly t~e contribution of controllers in the development of ATC. Moreover, I would_ 11.ke to point out that the controller's technical contribution through the national assoc1at1ons and IFATCA should be something more than a simple theorization of their experiences. It should be a platform on which one can make long term political choices. My friends, being a politician myself, I know perfectly well that nothing can be reduce~ simply to politics: but politics does enter into all human activities and there is no technical problem, especially one of such wide interest, which can be fully solved unless on a politi:a! basis. _I t~ink_ obviously that the technical contribution of the controllers must not be l1m1ted to indicating the more or less suitable f a given equipment, or to formulating new procedures, but while leaving strictly use o d . f . . h h d .. trade union issues to the proper bodies an not inter _ermg wit. t e ec1s1on-making tasks of aeronautic authorities, the controllers' cont:ibution must include_ an analysis of the relations existing among the controllers, the serv1c:, and the aeronautical authorities: recruitment of personnel, the standardith e pro fessional and legal aspects of ATC, the h I . .. d h . I zation of training by means of international sc oo s or un1vers1ties an. t. e soc1a security issues arising from physical and mental stress -~f your work. All this 1n order to give .

I and international aeronautical authorities a concrete platform from which to no t iona b T . f ATC . h make political and technical choices for a etter uti 1zation o service. T is is the comlete contribution that in my opinion should be made by the controllers and should be ;.equired of them by national and internati_onal aerona~t'.cal authorities and by all the airspace users. This is the only way to arrive at an ~ff1c1ent a_nd. modern ATC service; this should be the aim of our present and future meetings. In wishing you success in this work, I thank all groups and organizations that have helped in the realization of this conference and on behalf of the Italian association, I would particularly like to thank the controllers who have devoted their time and efforts to the success of the present conference.

10

Address by the Hon. Mario Marino Guadalupi, Under-Secretary of State for Defense Sono partico larmente lieto di dar Lo ro i i benvenuto del Governo Ita liano e dell a singolare o ppo rtunit6 che mi si offre d i dare l'avvio o ques ta conferenza, che per vast i t6 e profon路 dit6 di p ro bl em i in d iscuss ione e per partec ipazione vor rei dire universale, pu6 indubb iomen te porsi tra le manifestaz ioni piu concrete in un campo di particolare interesse

Agenda Item P 1

per ogni N azione.

11 continua espandersi del troffico e la costonte evoluzione del mezzo oereo hanno posto e moggiormente porranno in futuro problemi di non facile soluzione.

Quonto piu queste potronno rivelarsi laboriose e difficili !onto piu occorrer6 riunire gli sforzi e le idee per roggiungere risultati soddisfocenti.

Vorrei soffermormi brevemente su due ospetti del problemo generole, che piu mi sono apporsi interessanti: un aspetto economico inteso come vantaggio globale in campo nozionole ed internazionale ed un aspello relativo allo sicurezzo, inteso come capocit6 di assicurare al piu alto grado lo preservozione dei beni e delle vite umone che oi servizi di controllo sono affidoti.

Appore evidente, sotto i i profile economico, come un piu ropido ed ordinate flusso di traffico, la limitazione 0 l'eliminazione di gravose penolizzazioni, lo possibilita di usare d.ello spozio oereo nel modo piu convenien te, sio per ii troffico generole che operative, si t radurronno in un vontaggio dei singol i utenti che non potr6 non avere riflessi sull'economio genera le delle noz ioni.

N on vi e dubbio, peraltro, che scope preminen te dei serv izi dello circolozione oereo sio quello di ass icurare ii mossimo grade di sicurezzo ollo novigozione. Adozion e di sistemi

11

e mezzi adeguati, razionalita ed uniformita di metodi e procedure, formazione e addestramento del personale, impegno costante nel porre i servizi in grade di prevenire le necessita del traffico aero in rapida evoluzione quantitative e qualitative, sono elementi di base per ii conseguimento di un sufficiente grade di sicurezza.

Agenda Item P. 1

Certo lo studio e la soluzione dei molteplici problemi tecnici ed operativi che si presentano tra lore correlati ed interdipendenti e di competenza delle Amministrazioni responsabili, ma e indubbio che un inestimabile beneficio esse potranno trarre dall'apporto intellettuale e di esperienze di coloro i quali quotidiamente vivono e, vorrei aggiungere, talvolta soffrono di questi problemi.

Una reciproca collaborazione e cooperazione tra le Amministrazioni nazionali, le Organizzazioni internazionali e le Associazioni di categoric non potra che dare ottimi frutti ed una prospettiva avvenire da riguardarsi con serene tranquillita, pur nei limiti di difficolta obbiettive che si incontrano in questo campo e nel concetto di organizzazione del «Sistema per ii controllo del traffico aereo».

In questo spirito, desidero rinnovare le espressioni di simpatia e di viva soddisfazione della nostra Amministrazione dello State per l'opportunita che l'IFATCA ci ha fornito di pater ospitare - qui a Roma - la sua 5. Conferenza Annuale, aderendo simpaticamente all'invito rivolto lo scorso anno di scegliere ii nostro Paese come sede dei lavori della 5.

Conferenza internazionale della International Federation of Air Traffic Controllers Associations (l.F.A.T.C.A.).

A tale consesso altamente qualificato e cosi seriamente impegnato - come alla Presidenza ed ai Dirigenti l'Associazione Nazionale Assistenti e Controllori della Navigazione Aerea (A.N.C.N.A.) che hanno volute molto seriamente e responsabilmente impegnarsi per ospitarvi in Italia - rivolgo un cordiale salute di benvenuto !

Un augurio a tutti i partecipanti per un proficuo lavoro, che sia fonte di personale soddisfazione e valido, serio apporto al conseguimento dei comuni obiettivi. Ci attendiamo di conoscere - a suo tempo - le conclusioni cui perverrete dopo ii vostro dibattito per poterk esaminare e verificare nella sede opportune ed ai livelli di competenti responsibilita politiche, esecutive e legislative interne ed a fame maturare graduali, responsabili e coordinate decisioni nell'ambito internazionale.

Summary Agenda Item P. 1

I am very pleased to welcome you on behalf of the l~alian Government. Especially as this conference can be considered one of the most valid events in a field of particular interest to every Nation. Due to the important problems to be discussed, a number of delegates have come from all over the world. .

The continuous expansion of traffic and the constant evolution of aircraft, have, and will in the future, put problems which cannot ~e. solved easily. The more complex and difficult these problems are, the more important is it to pool our efforts and ideas to reach satisfactory results.

I would like to point out briefly two aspects of the general problem which seems to me to be the most interesting: one, the economic aspec~ of a worldwide advantage in 0 national and international field; two, the utmost capacity to assure safety and to preserve human lives and properties, that depend upon t~e con!rol ~ervices.

N doubt therefore the main target of air traffic services is to assure the highest degree safety in navig~tion, whose basic elements must be suitable systems, uniformity of 0

t

methods, staff training. . . .

If the study and solution of manifold technical ~n? operational p~oblems which are derom the other is the task of Administrators, they will undoubtedly get an • • pen d en t one f ' h h important contribution from the experiences of those w o ave to 11ve with these problems day by day. . . . · · I among national Adm1nistrat1ons, internat1ona organizations and · A c Ioser co-opera t 10 n . . . . . · I A ssoc1a · t"ons w"ill be fruitful in spite of the d1ff1cult1es which occur when appro f ess1ona 1 plying the ATC system. . wish to express again on behalf of the Government, the pleasure for being the host of 1

this fifth annual IFATCA conference. . would also like to thank the Presidency and the representative_s of the national asso1 ciations of air traffic controllers (A.N.A.C.N.A.) who devoted their efforts to the success of this conference. hope the work and findings of delegates will prove valuable for the achievement of the 1 common aims.

The results of your discussions will be extensively examined in the proper political spheres at national ond international levels.

12

Address by Dr. Domenico Grisolia, Deputy Lord Mayor of Rome I am very pleased to welcome today, on behalf of the Roman Municipality, all the distinguished delegates and observers who are taking part in this Fifth Annual IFATCA Conference. The International Federation of Air Traffic Controllers' Associations, choosing Rome for the location of this Conference, has acknowledged the paramount importance of the Italian Capital in the examination and discussion of problems which, like those related to the international air traffic, concern the whole mankind.

I do not want to take into consideration the matter of your Conference, which is of a technical and professional nature, but I know that you aim at offering a service as safe as possible.

Rome shares your issues with confidence and interest because the civil aviation problems are international problems.

Because of the ever increasing air communications, favoured by its location and climate, Rome has become one of the most important civil aviation centres in the world, regaining the position it had occupied in the past in the international relations.

This is the reason why the Municipal Administration and the people of Rome are here represented, and hope that your stay in Rome will make your work easier and will be reminded, at the end of this Conference, with a lasting pleasure.

Agenda Item P. 1

Address by Mr. L. N. Tekstra, President of IFATCA This is the fifth Annual Conference of IFATCA. Ahead of us are three days of hard work

Agenda Item P. 1

for the benefit of ATC and the ATC profession.

Our conferences have not yet become a routine matter. Every year we are learning from the experience of the previous conferences, and this year for the first time the opening plenary session is held on the first evening. The intention of this change is clear: we wish to use our time together as efficiently as possible, and by starting tonight, we have two full days left for the Sub-Committee discussions.

This year marks the first lustrum of our Federation, and this calls for a look back at what has been achieved in these five years.

If I were to tell the complete story of these five years, it would take me as many days, and I would not even be complete then. Therefore, I would like to summarize just a few items of importance.

Membership The number of member associations has grown from 12 to 22. The foundation of IFATCA has proved to be an incentive for air traffic controllers in a number of countries to form associations with the object to promote the profession.

The notion is growing that being an air traffic controller is not just another way of earning a living. The development of ATC in some countries may be far ahead of others, but there is a growing understanding that we are all faced with the same problems and that the best way to solve them is to join forces.

In IFATCA we feel the strong bond of good fellowship between men performing an exacting but satisfying task, a task essential to the international community of men.

This feeling of belonging to an international community of professionals forms the basis for further expansion of the Federation in the coming years.

Relations with Pilot Associations The air traffic controller in the daily operation of the service is closely cooperating with pilots. The national associations try to form a link between the two professions nationally,

13

Agenda Item P. 1

exemplary for which is the relationship between our host association, ANACNA, and the Italian Pilots Association, ANPAC. Close cooperation and friendly relations have existed for years between these two Italian organisitions, which has resulted in technical advice in solving some ATC problems.

IFATCA has in these past years experienced the cooperation of IFALPA and has in turn offered its own cooperation to the benefit of both professions. At this moment this close link between controller and pilot can be said to be truly reflected in the links between I FATCA and IFALPA. Air traffic control is by definition a service to aviation and the profession therefore serves all users of airspace. The ties with the growing group of general aviation pilots may not be as strong yet as are those with the professional pilots, we are, however, confident that especially the members of our profession can play a mediatory role between seemingly conflicting interests of both groups of aviators.

To this end IFATCA has gladly accepted to cooperate with the international representative of General Aviation, IAOPA.

Relations with Aviation Authorities The relationship between controller and national aviation authority is two-fold: he is both employee and executive. Some member associations handle both relationships, others are purely professional organisations, but both types are active in the promotion of the profession. The cooperation of member ass.ociatio.ns with their national authorities is indispensable for the development of the serv1c.e ~ationally. IFATCA has stimulated growing understanding of both authorities and associations for the necessity of this cooperation.

The development of ATC in many countries bears the marks of this co-operation. The experience of controllers proves to be invaluable in the development of ATC. It is quite noteworthy that here in Italy the Government department responsible for ATS has recently decided to become affiliated with ANACNA. This professional organisation of the civilidn ATCO's is now looking forward to the day when their military colleagues may individually join their association, in order to become 0 representative body of all controllers operating in Italy.

Relations with ICAO The national relationship between association and ATS authority is at the same time the basis for the co-operation between I FAT CA and ICAO. In my report to this Conference I have stated lhat we have received, just prior to this conference the ICAO final draft amendments of the radar procedures paper. We are indebted t~ ICAO for requesting our opinion on this. impo.rtant subject. I regret, however, that we have not been furnished with all of the deliberations which resulted in this final draft and therefore, following the conference, I .intend to approach the Secretary General of ICAO to suggest that whilst we welcom~ their approach to ~s to express our opinions we consider it essential to be furnished with. all of the material which resulted in their draft conclusions. IFATCA is sincere in its des.ire to cooperate with ICAO by offering our edge on daily operational practices. We trust that ICAO will give credit to exper t knowl · · t I" · our endeavours in the interest of ATC, by continuing 0 so ic1t our opinion.

Conclusion arted on the road of international cooperation, we were full When fi ve years ago we st d . . . d h d t expectations. Our courage, 1 are say, was proportional to of optimism, an a grea . ·nexperience in international affairs. . . . our.' fi h ve gained some experience, which has certainly opened · · · During these 1ve years we a . k' . countered by internat1ona 1 organ1sat1ons in ma rng timely .ff. It' our eyes to the d I icu ies en h d f . b . . h e are convinced of t e nee or cooperation etween all dec1s1ons More t an ever w · I · . nd the need to use the operat1ona experience invested in .· d . ATC 1 groups mtereste in a b C! f · · I · f ·1 t -associations to the ene11t o rnternat1ona air so ety. both contro II ers an d P 1 0 s . . b . . . b . th t our contribution, small as 1t may e at present, will help rn the a . d h h · I sincere 1y e 11eve and expeditious air travel an t at t e interests of our profession development o f sa f e . f · · . ng the general interests o av1at1on. are b est serve d b y serv 1 . . attracted a great number of av1at1on experts and we are extremely . . . .

0 ur C on f erences have upport rendered by all organisations which contribute to our discussions S grate f u I f or th e .

The stage is once more set for an IFATCA conference. The Italian association ANACNA has done its utmost to make this 5th Conference a success. would like to thank our guests of honour for their inspiring words during this opening 1 ceremony and our hosr msociation for the excel!ent preparation.

14

Distinguished Guests of the Opening Ceremony : (I. to r.) Dr. Domenico Grisolio, Deputy Lord Mayor of the C ity of Rome; The Hon . Giuseppe Veronesi, President of the Centro per lo Sviluppo dei Trasporti Aerei; Generole Mossimo Giovannozzi, Director Genero l of the ltalion Troffic Services; Dr. Agresti, Director Generol of the Lego! Office of Civil Aviotion; Generale Renato Liotti, Deputy to the Director General of ltal ion Air Troffic Services.

Executive Secretory G . W Mon~ maki~g the Roll Call of IFATCA Directors.

15

Roll Call of Directors Age nda Item P. 2

The Executive Secretary was requested to make the roll coll of acknowledged attendance :

1.

2.

3.

4.

5.

6.

7.

8.

9.

Austria Belgium Canada Denma r k Finland Fronce Germany Greece Iceland

l 0.

11.

12.

13.

14.

15.

16.

17.

18.

o·

t irec ors, and the fo llowing

Ireland Israel Italy Jugoslovio Netherl ands Norway Sweden Switzerland United Kingdom

Unrepresented affiliated Associations The fo ll owing Associations were unable to attend, chiefly due to trave l d i"ff·ICU It"1es· Luxembourg Uruguay · New Zealand Venezuela They sent good wishes for the success of th e Confe rence.

Applications for Membership Age nda Item P. 3.1

Th ~

Executive Secretary rep~rted t hat the Iranian Air Traffic_ Controllers Association had written that they were sending two delegates to Rome to d iscuss affiliation · A tel egram hod j ust been rece ived statin g that hey were now unable o be present, but were f _ wording th eir application for affiliation by post. or

Report of the Vienna Conference 1965 Agenda Ite m P 4

The Executive Secretary presented the Report, which had been published i tro ller", Vo l. 4. No. 2. in Ju ly, 1965. M r. P. Knudsen (Denmark) proposed (Finlond) seconded that the Report be accepted.

and~

The proposal was carr ied unanimously.

16

"Th C /Ronr. · emy

Report of the President Introduction One of the constitutional duties of the President is to present an annual report on the activities of the Federation of the Conference. This report should be restricted to the previous Federation-year, but as our conferences are held in April, which already seems to be a tradition, I will try to cover the period between the Vienna Conference 1965 and this Sth Annual Conference in Rome. This review will be restricted to the most important subjects, more detailed information is of course contained in the reports of the Officers and Standing Committees.

Agenda Item P.

s

Membership Member Associations

The Vienna Conference saw three new Member Associations being affiliated to IFATCA: the national ATC Associations of New Zealand, Yugoslavia and Venezuela. Membership of these new members from three different continents was indicative of the international growth of the Federation.

At the final Plenary Session of the Vienna Conference Mr. Tirey Vickers provided a most welcome surprise by announcing the decision of the USA-ATCA to join IFATCA as Corporation-Member, as a first move towards full membership, which is the aim of ATCA. It was then noted that IFATCA could be said to have 22 1/i members! The 22 memberassociations represented nearly 3.000 individual members, devoted to the task of controlling the world's air traffic. This figure is based on the November 1964 figures. One year later, in November 1965, this figure was recorded at around 3.200 individual members-, a gain of 7%, achieved only through growth of the national associations. The majority of the member-associations show a steadily growing membership, some of which are quite remarkable. The New Zealand association for instance recorded a growth of 40% in 1965. The German Association suffered a loss of 250/o during 1964, but already one year later recorded a complete recovery, by regaining this same number over 1965, and I wish to congratulate the German association with this success.

Last but not least the French association: a number of labour conflicts kept the membership of this association at a low level.

The influence of this professional association, (which is not a trade-union) during and after the crisis of 1964 has not gone unnoticed. This is reflected in a 25% raise of membership up to l November 1965. Unfortunately for the I FAT CA treasurer, but very promising for the future, France has reported an increase of membership during the last two months of 1965 from 150 to 200 members, making the average growth-percentage 66% over one year! Congratulations! This explosion shows, that perseverence on the narrow road of professionalism is bound to meet with success.

Promoting the profession leads to recognition of the profession, which must ultimately show off in its social status. This good news is set off by a significant loss of members by the Swedish association, which we hope will be followed by a recovery as speedy as that of the German association.

Prospective member associations

Requests for affiliation from other associations have not been received during the past year. However, lively confects are maintained with a great number of associations throughout the world by the Executive Secretary and by our Regional Liaison Officers.

These officials were nominated last year. Mr. Brandstetter of Austria has made good-will tours fo a number of East European countries, whilst Mr. Campbell of Canada has carried on a very active liaison with the USA ATCA, by visits to some of their meetings and by personal contacts. Special mentioning deserves the ATCA of Venezuela, which at considerable expense attended the formation of the Caribbean Federation in Barbados.

I hope not to be premature by mentioning as prospective member associations the ATCAs of the Caribbean, India and Iran which have announced their intention to join the Federation.

Corporation Members

During 1965 we welcomed 4 new Corporation Members, making a total of 15 on l November 1965. Unfortunately one firm has decided not to continue their membership for 1966. j7

Agenda Item P. 5

The new Corporation Members are: ITT Europe Corporation, Brussels; The Solartron Electronic Group Ltd, Farnborough; Philips Electronics, Netherlands; and, of course, the ATCA of the USA. We do hope that their membership will be of mutual benefit, in the interest of ATC and the safety of aviation.

The member associations have not been very successful in attracting new Corporation Members from their national industries and airlines. I would like therefore to repeat my request to intensify their efforts to secure support for the objects of the Federation. If every association were able to procure only one new Corporation Member, the total number would be more than doubled. Although the Secretariat continues its drive to promote corporation membership, it is considered that personal contacts offer the best chance of success.

Administration Officers meeting The management of the Federation affairs during the year is the task of the Officers, who present separate reports of their activities. The Officers' meeting was held in Amsterdam, in September 1965. One such a meeting per year is a bare minimum to deal with current affairs, work programmes and preparations for the next Conference. All further coordination of activities is effected by correspondence. This paperwork is. centred on the Secretariat, which is the responsibility of our Executive Secretary, Mr. Geoffrey Monk.

Secretariat Before the Vienna Conference Mr. Monk had declared his intention to resign, due to the heavy workload of two Secretariats, that of IFATCA and that of the British Guild. We are indebted to the British Guild for their excellent cooperation in providing a solution for this problem, by attracting a new candidate for t~eir post of Executive Secretary. With effect of 1 October 1965 Mr. Monk was able to give up his office in the Guild and to continue exclusively for IFATCA. ' This was really necessary to cope with the growing volume of work, which takes an average of 20 hours per week. Maximum activity is of course required in the period before and after the conference, when full weeks of 40 hours ~r more ore necessary to process Conference papers and the report. Correspondence with member associations has increased considerably. Although this lively contact is still limited to a small number of associations, the growing contact is considered a welcome development.

Mr. Monk has also acted as Secretary of Standing Committee 1, which facilitated both the work of the Committee and the coordination with the Officers.

I am sure to speak on behalf of all Officers and Directors when thanking him for the devotion to his far from easy task.

Officers-activities Due to my engagement in pressing development-work in our ~ational ATCS, I have not been able to devote as much time to I FAT CA as I would ha:e Irked to. Close contact was however maintained with the Officers through th~ Secretariat, and I wish to express my for the cooperation and relief offered especially by Mr . Monk and 路 t"on persona I apprec:a : . the 1st Vice-President, Mr. Maurice Cerf. was unable to accept 0 number of invit_ations,. and only managed to attend the Euro1 peon on f erence O f IAOPA in July 1965 in Munich. . . .

The 1st Vice-President represented the Federation at an international symposium on ATC training in Paris, the annual meeting of IANC, and the annual meeting of the Austrian

c

association.

Together with the Treasurer, Mr. H. Th.rane, h': attended the US~-ATCA Convention, on which occasion negotiations were continued with the ATC council about future membership of ATCA. . .

The 2nd Vice-President attended the IFALPA Symposium 1n Rotterdam on long range navigation aids and all-weatl~er operations, which was organised in association with the ICAO 4th Air Navigation Meeting.

Together with Mr. Mundy of Standing Committee 1 he took part in the discussions of 0 study group of IFALPA in preparation for the 5th ICAO EUM RAN Meeting.

18

One of the results of this participation was a combined paper of IFATCA and IFALPA on the issue of an area navigation aid, submitted to ICAO as working paper for the 5th EUM RAN. The work of the remaining three officers is a continuous grind, which attracts little attention, and the work involved is often hardly appreciated. The Honorary Secretary, Mr. Ernest Mahieu was charged with developing the Federation Manual. The Editor, Mr. Walter Endlich manages to produce an issue of the CONTROLLER every three months. This publication continuously attracts attention to IFATCA and ATC in a convincing and distinguished manner, and is therefore our best good-will-ambassador. It appears that Mrs. Endlich is as much involved in this enterprise as her husband. Their wedding proves to have been a double one: together with Walter, Uschi married the CONTROLLER, and I cannot think of a better combination. The member associations can best show their appreciation for this splendid combined effort by extending the distribution of the CONTROLLER to all individual members, and by making it the true voice of the controllers by their contributions in the form of articles and reports.

The Treasurer, Mr. Henning Throne, has carefully looked after our financial position. His report shows that the financial result of 1965 gives cause to some anxiety for the future.

Agenda Item P. 5

Finance Although the annual income showed an increase of about 20%, the income and expenditure account shows an excess of income over expenses of only 71 /iO/o, compared to an excess of 30% on last years account. The reason for this is an increase of expenses of 50% compared to 1964.

For the first time the proposed budget presents an expected deficit. This is estimated at about 7 1/iO/o of the expected income, and can be financed from the reserve-fund. This trend cannot be continued, and therefore the Officers have proposed to this Conference an increase in annual subscription for the budget year 1967.

Visits to member associations During the year many invitations were received from member associations for one of the Elective Officers to represent IFATCA at their annual meeting or convention. Due to financial consequences, transport difficulties and lack of time on the part of the Officers, practically all of these invitations had to be turned down. The Officers certainly appreciate the necessity and advantages of direct contacts with the member-associations and their individual members. The main efforts of the Officers must, however, be directed to contacts with international bodies. The international aspect of the profession and membership of IFATCA could perhaps best be demonstrated by associations inviting the other member associations to their annual conference. In future, however, the Officers will try to pay more visits to member associations, finances and time permitting, of course.

Work Programme General The work programme of the Federation is carried out by the 4 Standing Committees and some member associations. Especially the technical work-programme is far too much for one association to handle, and Standing Committee I must therefore be assisted by other associations, which adopt certain studies at the annual conference.

"Technical and Professional Matters" Standing Committe I is formed by members of the British Guild under chairmanship of Mr. Arnold Field.

This committee has again been extremely active and produced a number of well-prepared working papers to be considered by this Conference.

The Committee especially takes follow-up action on subjects discussed at the ICAO RAC/ OPS Meeting 1963, which is also preparatory work to establish IFATCA Policy for future RAC Meetings.

The Belgian, Canadian, and German Associations have been working on separate subjects and are also expected to report to this Conference.

"Publications and Public Relations" Standing Committee II, under chairmanship of our Editor, Mr. Walter Endlich, is a truly international company, formed by members in Brussels and Germany. This committee, apart from publishing the CONTROLLER, is now actively exploring other means of public relations, by press, radio and television.

19

"Financial Affairs" Agenda Item P. 5

Standing Committee Ill is formed by members of the Danish association under chairmanship of our treasurer, Mr. Henning Throne, and tries to find solutions for financial problems delegated to it by the conference or the officers.

"Environmental and Human Factors in ATC" This Standing Committee is formed by members of the Irish Association under chairmanship of Mr. D. J. Eglington. The human element is the heart of any ATC system, and will be so for the foreseeable future.

New procedures, techniques and equipment are very important, but most important is the man behind the tools: his training, working environment and professional status.

This Committee has produced an extensive questionnaire. The replies to this questionnaire from the associations will provide valuable study-material, which will be processed and made available to interested organisations. On the basis of this material it may be possible for the Federation to make recommendations to ICAO on minimum requirements in this field.

Co-operation with International Organisations ICAO This organisation forms the platform of all international civil aviation activity. The decisions taken by governments cooperating in ICAO are respected throughout the world.

A number of aviation interests are given an advisory voice in its meetings and studies, like IATA, IFALPA and IAOPA. IFATCA sofar has not applied for official recognition by ICAO, but observer status was granted at those meetings we wished to attend. Furthermore we were invited to comment on a number of ICAO reports and working papers on ATS matters. The Officers are of the opinion that we are not yet ready to request formal recognition by ICAO, for the simple reason that we are not yet able to cope with all the ensuing work. Our policy is that we must not try to run before we can walk. Apart from the financial consequences of taking part in a number of meetings, it will take a long time to form a nucleus of controllers, who are willing and able to represent IFATCA at ICAO conferences.

Until such time we shall have to carefully select those meetings where a significant contribution can be made by IFATCA, considering the subject matter and policy developed by the Federation thereon ..

We have been able to make a substantial contribution to the draft procedures for the use of primary radar in ATS, which are being finalized now.

It was a great disappointment not to be invited to the special meeting of experts with the ICAO Secretariat, which was held in Montreal in September 1965. I have expressed our disappointment in a letter to the Secretary General of ICAO, copy of which was sent to all member associations. Perhaps as a result of this letter we are now invited to comment on the proposed amendments to the PANS/RAC regarding the use of primary radar in ATS. (refer. opening address) We have also been requested to comment on the report of the 4th meeting of the ATC. au~~mation panel an? the report of the Sub-Committee of the Legal Committee on the L1abil1ty of ATC agencies.

Automation is a very complex matter, which calls for expert knowledge, which is still scarcely available within our profession. We recognize the necessity for early steps to ensure compatibility of equipments under development. Automation is the only way to provide tools for fast data-processin~ and data-exchange, which is a condition for improved coordination betwe~n .ATC un.1ts. If the sy.ste~s use.d in different countries are not made compatible, automatic 1nternat1onal. coordination will be severely restricted.

As coordination is clearly the bottleneck in ATC procedures, the capacity of the system can significantly be improved by automation. .

For this reason, and the impact on the profession, IFATCA is bound to closely follow progress in this field. .

Legal matters also call for expert kn~wledge. We are in the fortunate position to have at our disposal individual members with a l~gal backgrou~d. to those items, which are of direct con0 ur co m ments to the legal study were restricted . b . . cern to ATC personnel, primary attention . e1ng given to protection of the individual controller in liability suits against him, or h1~ employer.' ~.further study is made by the IFATCA committee on limitation of the financial respons1bil1ty of the individual controller.

We trust that ICAO wi II continue to give support to our endeavours in the interest of a sound development of the air traffic services.

20

IFALPA Cooperation with IFALPA has been intensified during this year. We were invited to a number of their meetings and we believe this cooperation to be extremely valuable to foster mutual understanding between controllers and airline-pilots.

For the first time a combined paper of IFATCA and IFALPA was submitted to ICAO for the 5th EUM RAN Meeting on the issue of an area navigation aid. During the first months of this year a serious conflict arose between IFALPA and ICAO on the subject of decreased lateral separation over the North Atlantic. We understand and sympathise with the IFALPA motives for organised action against this measure, as there appears to be doubt about the safety of the reduced separation.

Nevertheless we have informed IFALPA that their action may in itself create a new hazard by putting an excessive load on the controllers in the oceanic centres, where equipment and staffing is inadequate to deal with the numerous extra requests from pilots to change their flightplans.

Both IFATCA and IFALPA recognize the importance of friendly and working relations between national Pilot and ATC associations. Captain J. H. Foy, the President of IFALPA in November 1965 sent a special message to all member associations on the subject of pilot/controller relations, urging the establishment of effective liaison with national ATC associations. I have sent a similar letter to our member associations to request follow-up action on our Paris resolution on the same subject.

I hope that the combined effort of IFALPA and IFATCA on this important issue will result in growing contacts between the two professions in the member countries, for the benefit of our common objective: safe and expeditious flight.

Agenda Item P. 5

The IFALPA Annual Conference held in Auckland (New-Zealand) from 8-15 March this year, was attended by two representatives of I FAT CA, the President and Secretary of the New Zealand ATCA, Mr. E. B. Meachen and Mr. R. G. Roberts. Their report will of course be sent to the member associations, but I would like to quote from the accompanying letter: "It was a remarkable experience which only makes us so much more determined to proceed at all haste toward the day NZATCA can attend the IFATCA Conferences."

I understand that IFATCA has been very ably represented at this important conference, and I wish to thank our two representatives for their enthusiastic treatment of pilot-conroller relations.

IAOPA Air Traffic Controllers, by the nature of their profession, have to serve all users of airspace. It is therefore that we welcome the increased liaison during the last year with the representative international organisation of general aviation, IAOPA, mainly through the good services of its European Branch Office at Schiphol Airport.

Perhaps general aviation is justified in regarding ATC as a threat to their advocated freedom of the air. Perhaps ATC is justified in regarding some forms of general aviation as a threat to air safety in controlled airspace. Nevertheless, it is obvious that a number of problems can only be solved by mutual understanding. For this reason I have requested member associations to support our drive for active national liaison with both airline pilot- a n d general aviation pilot associations.

The object must be to replace the obvious competition between the interests of public and private air transport, by efficient and sensible methods to serve both parties.

Witness to IAOPA's desire to cooperate is the institution of a yearly award for outstanding service to general aviation by a European air traffic controller. I witnessed the presentation of this award to Mrs. Yvonne Pope at the occasion of the European Conference of IAOPA, where I was the guest of IAOPA as IFATCA observer. At this occasion I expressed the hope that in a not too distant future it will be extremely difficult to find outstanding examples of service to general aviation. This will be the case, when the service provided is generally of the standard required: the best possible by human effort.

Other organisations

Liaison with other international organisations has not been as intensive as with ICAO, IFALPA and IAOPA. These three are of course our most important contacts, but we also maintain contacts with IATA, IANC and EUROCAE. Last month the 1st Vice President attended the annual conference of IANC; orher contods ore maintained by the Executive Secretary. We would appreciate more active relations with IATA, the international organisation representing the carriers. It appears that IATA is still waiting for results of our work in IFATCA. Perhaps our contribution to the !CAO

'/l

procedures for primary radar can convince IATA of the usefulness of our Federation in the development of ATC. Compared to IATA, our resources are minimal; nevertheless we represent an enormous wealth of experience, which is waiting to be exploited. In the interest of safety and economy of the world's airlines, we believe to be worthy of support in our endeavours from both IATA and its member airlines, and we will continue to solicit this support, by continued efforts to interest the airlines in the objects of IFATCA.

Conclusion Agenda

Item P. 5

Last year we lost an experienced Officer, Mr. Hans Thau, who is now serving aviation (and of course his old profession) in the ICAO Air Navigation Council. This year we face a possible switch in three or four Elective Officers. Mr. H. Throne has served the Federation faithfully in the office of treasurer and has now definitely announced his intention to resign. Of course, he deserves to be relieved after these years of great and often unnoticed activity. Mr. Roger Sadet has also served from the beginning and has shown himself devoted to his task. Although he has made himself available for re-election, the Conference may believe that a change is in order, and capable nominees have been put forward to relieve him, as well as Mr. Throne.

As for myself, I have at last years conference expressed my wish to resign, due to personal circumstances. I felt that such a change might also be beneficial to the Federation.

However, at the Officers meeting I was persuaded to stand for re-election for another term. This decision was taken after careful consideration of all the pro's and con's put forward, most important being the consideration that a change of President during this critical period of gaining recognition might be a risk to the sound development of the Federation. If the Conference shares this opinion, I will continue to serve IFATCA to the best of my ability. The resignation of the Honorary Secretary, Mr. Ernest Mahieu has definitely come as a surprising announcement for the Officers. We have to respect his motive and hope that an able successor can be found at this short notice. I am sure we are losing a capable officer, who held great promise for the future.

I w:sh to thank the Officers, and especially those who are leaving the board after this Conference, for their devotion to our common cause and for the friendship and cooperation offered in the execution of their offices. Those who are staying on, will surely continue to work together closely; those who are leaving we trust will continue to serve the case of IFAT CA within their national associations.

I also wish to express our feelings of gratitude to all the individual members who have made themselves available for the Federation-work: the hard working members of the Standing Comittees, those of the study groups of member associations, the Regional Liaison Officers and last but not least, the organisers of this year's Annual Conference. All these individuals serve the profession, at the expense of most of their spare time and of family-life. The sacrifices of their wives and families often go unnoticed, but they are surely included in the gratitude I have just expressed.

In the past year we have again made progress. May this 5th Annual Conference be a sound start for another year of achievement, to the benefit of aviation and the ATC profession.

Appendix to President's Report

Membership Figures 1963 Austria Belgium Canada Denmark Finland France Germany Greece Iceland Ireland Israel Italy Luxemburg The Netherlands Norway Sweden -----------~-

22

55 78 482 65 80 125 525 73 51 66 16 53 7 63 195 150

November 1st 1964 1965 58 85 494 76 85 120 393 62 50 64 16 50 7 73 189 110

55 90 450 88 86 150 527 70 53 64 18 50 7 75 219 95

Trend: 1964 1965

+ + +

+

+ +

+ +

+ + -1-

+

-1-

+ +

Membership Figures Switzerland United Kingdom Uruguay

Trend: 1964 1965

November 1st 1965 1964 1963 122 515 20

138 522 20

2741

2612

2741

120 80 180 2992

New Zealand Yugoslavia Venezuela*

+

148 510 10

Agenda Item P. 5

+

+

+

172 80 180 3197

* (Estimated membership, actual not received)

Appointment of Sub-Committees In accordance with the usual procedure, it was agreed to appoint the following subcommittees to take the Agenda items assigned to them and to report to the Plenary Conference with their recommendations: Administration and Nomination Sub-Committee A. Technical and Professional Sub-Committee B. The following members were nominated by Associations to serve on the above committees: Sub-Committee A

AUSTRIA BELGIUM CANADA DENMARK FINLAND FRANCE GERMANY GREECE ICELAND IRELAND IS RAEL ITALY YUGOSLAVIA NETHERLANDS NORWAY SWEDEN SWITZERLAND UNITED KINGDOM

H. Brandstetter L. Lecourt J. R. Campbell P. Knudsen F. Lehto J. Flament W. Kassebohm N. Gonos G. Olaffson J. Grey J. Wachtel C. Tuzzi A. Stefanovic J. Thuring A. Gravdal C. Ahlborn B. Ruthy L. Vass

Agenda Item P. 6

Sub-Committee B A. Nagy

A. Maziers E. Carsen

A. Remy R. Chateaux H. Guddat E. Karagianides J. Gudmundsson M. McCabe E. Medina E. Paschina P. Stalpers B. Aasbo B. Hinnerson W. Tanner R. Mundy

The Elective Officers proposed Officers for the Sub-Committees, but those proposed for Sub-Committee A did not wish to accept, and it was agreed that this sub-committee should elect its officers at its first meeting.

The proposals for Sub-Committee B were accepted.

These were: Chairman Vice-Chairman Secretary

A. Field

(U. K.)

M. Cerf R. Mundy

(France) (U. K.)

Any other business There being no other business, the Plenary Session adjourned at 20.30 hours on the 18th April.

The Conference re-convened in Sub-Committees on the 19th April.

Agenda Item P. 7

Sub-Committee A At the first meeting of the Sub-Committee, the following were elected to serve as its Officers: Chairman Vice-Chairman Secretary

J. Wachtel W. Endlich J. Grey

Agenda Item A. l

(Israel) (Germany) (Ireland) 23

Report of Officers Agenda Item A. 1.1

Report of the Honorary Secretary Due to personal reasons the Honorary Secretary, Mr. Ernest Mahieu, had to resign on very short notice, therefore no report from him was available.

The President of the German Air Traffic Controllers' Association, Mr. W. Kassebohm, gave a brief review on the Honorary Secretary's activities before his resignation.

Agenda Item A. 1.2 Appendix A. 1

Agenda Item A. 1.2.1 Appendix A. 2

Agenda Item A. 1.2.2 Appendix A. 3

Resolution A.

1

Agenda Item A. 2.2 Appendix A. 4

Resolution

A. 1.1

Resolution A. 1.2

Resolution A. 1.3

Report of the Treasurer The report was accepted and recommended for adoption.

Income and Expenditure Account The Balance Sheet and Income and Expenditure Account were presented and recommended for adoption.

The Treasurer presented the Draft Budget for 1966/1967 and explained the reasoning for an increase of the Executive Secretary's salary to £ 700.

The Delegate of the Swedish Association proposed to increase the Executive Secretary's salary to £ 800, and to draw the additional expenses from the reserve fund, if necessary.

Another item which was discussed at length was the estimated expenditure for the 1966 Annual Conference. The Treasurer, in particular, expressed an opinion that the figure of £ 400 might be too low. After careful consideration, Sub-Committee A recommended that the Draft Budget as amended (Expenditure for Executive Secretary to be raised to £ 950, and for Annual Conference 1966 to £ 500) be adopted in Plenary.

Report of Standing Committee Ill The discussion of this agenda item centred on the current expense increases and potential means of increasing the income. The possibility of increasing the annual subscription and the number of corporation members was considered. Some member associations, having already adopted their budget for 1966 and being in a tight financial position anyway, were unable to accept an increase of the subscription in the current year and would require time to consider the matter.

The Sub-Committee accepted the report and recommended its adoption. In addition the Committee recommended the following resolutions should be adopted in Plenary: (1) "That member associations seriously consider an increase of the IFATCA subscription for 1967 onwards. Member associations should give an indication, by August 31 st, 1966, of the amount by which they would ~e prepared to increase the per capita subscription following independent investigations by member associations."

(2) "That every member association should approach appropriate organisations with a view to obtaining Corporation Membership of IFATCA. Associations to report back (3)

to next year's Conference."

"That Conference expresses gratitude and appreciation to Mr. Throne for his devoted service."

Agenda I tern A. 1 .3 Appendix A. 5

Agenda Item A. 1.4 Appendix A. 6

Report of the Editor The report was accepted and recommended for adoption.

Report of the Executive Secretary Discussion ensued on the possibility of establishing an international loss-of-license insurance scheme.

The report was accepted and recommended for adoption.

It was further recommended that the following resolution should be adopted in Plenary:

Resolution A. 2

Agcndo Item A 2.1 A;Jpendix A 7

R0solut1on A

3.1

"That the Swiss Association investigate the ne~d, if any, for a scheme for Loss of License Insurance within the IFATCA ~embe~shi_p. If need is found to exist by the Swiss Association the Swiss Association will investigate the insurance market to ascertain what it has to offer from the international point of view."

?

Report of Standing Committee II cepted and recommended for adoption. . . , Th e repor t was ac The German Air Traffic Controllers Assoc1at1ons (VDF) paper on the subject of handing over full management of the IFATCA Journal from V~F t~ IFATCA was considered and the following resolutions were recommend_e~ for _adoption in Plenary: (l) That the overall responsibility for adm1n1strat1on and finance in respect of the IFATCA Journal THE CONTROLLER be transferred to I FAT CA with effect from 1st January

1967.

24

('2) That Standing Committee II should undertake the preparatory work and to report progress by the 31 st August to the Elective Officers.

(3) That a vote of sincere thanks be extended by Conference to the German association for having carried the burden of publishing and subsidising the CONTROLLER during IFATCA's formative years.

Resolution A. 3.2

Resolution A. 3.3

Report of Standing Committee IV

Agenda Item A. 2.3

Considerable discussion arose on this agenda item and its implications. The use to which the material should be put a propos IFATCA policy was questioned.

It was decided to defer this until the material was collated. As regards the preliminary collection, collation and dissemination, the following resolutions were recommended for adoption by Plenary: (1) Each member association to hand in 40 copies in stencilled form of the answers to the questionaire to S.C. IV by 1st July.

(2) Standing Committee IV to distribute the collected information to the member associations.

(3) This material complete or in part to be made available on request to interested organisations at the discretion of the officers.

(4) S.C. IV to use the study material, collate and evaluate same to indicate priorities of on which IFATCA is to continue preparation of IFATCA policy, with due regard to the Constitution.

(5) Member associations to forward to S.C. IV all amendments to the enquiry in 40 copies to keep the study material up-to-date.

(6) S.C. IV to consider the practicability of making this study a world-wide one by soliciting cooperation from non-member associations, priority being given to prospective member associations.

Appendix A. 8

Resolution A. 4.1

Resolution A. 4.2

Resolution A. 4.3

Resolution A. 4.4

Resolution

A. 4.5

Resolution A. 4.6

Internal Organisation

Agenda Item A. 3

Manual. Report by the Honorary Secretary. Owing to the absence and resignation of Mr. Mahieu, no report was available. The President stressed that priority be given by the new Hon. Secretary to the updating of the Manual.

Agenda Item A. 3.1.1

Constitution and By-Laws The report of the Executive Secretary was discussed and the associations of Israel and Greece also submitted proposals for amendments of the IFATCA Constitution and By-Laws.

Sub-Committee A recommended the following resolution to be adopted by Plenary: Due to developments in the past years the Constitution needs amending. The Officers be charged to submit to member associations proposed amendments by l st October 1966. The member associations to comment on these and to submit own proposals before l st January 1967 in order to prepare final proposals for next year·s Conference.

Agenda Item A. 3.1.2

Resolution A. 5

Federation Membership Card

After discussion, the Sub-Committee proposed the following Recommendation to be adopted by Plenary: A standard form of membership card be made available to member associations with the following text printed on one side: Emblem TO WHOM IT MAY CONCERN This is to certify that the holder of this card through his membership of the ....... .

Air Traffic Controller's Association is an individual member of the lnternation.al Federation of Air Traffic Controller's Associations (I FA TCA). Please render the holder of this card any assistance he may require.

Agenda Item A. 3.2

Recommendation A. 1

Nominations It is recommended by Sub-Committee A that the following candidates should be elected in Plenary: President: 2nd Vice President: Treasurer: Hon. Secretary:

Mr. L. N. Tekstra Mr. R. Sadet M. B. Ruthy Mr. H. Brandstetter

Reports of IFATCA Regional Liaison Officers Austria The report was accepted and recommended for adoption.

Agenda !tern A 4

Resolution A. 6

Agenda lte111

1\

5

Agendc1 ltr•m A 5 1 Supoortrng Pnp<]1 no: c11111•_":•;<1

Agenda Item A. 5.2 Supporting Paper not annexed

Canada The report was accepted and recommended for adoption.

New Zealand Agenda Item A. 5.3

No report was available.

Agenda Item A. 5.4

The Association of Uruguay not being represented at the Conference, the representative of Argentine delivered a report.

The report was accepted and recommended for adoption.

Uruguay

Agenda Item A. 6

International A.T.C. Academy

Supporting Paper not annexed

The report of the Israel Association, as amended, was accepted and recommended for adoption.

Recommendation A. 2

The Sub-Committee further recommended that Plenary should request the Israel Association to continue investigating this matter.

Agenda Item A. 7 Supporting Paper not annexed

Recommendation A. 3

Agenda Item A. 8 Supporting Paper not annexed

Resolution A. 7

Agenda I tern A. 8.2

Resolution A. 8

Legal aspects in air traffic control Certain points of the report were discussed, the Sub-Committee, however, felt that it was not the appropriate forum for discussing legal details and that these should be dealt with by the Canadian Association, assisted by Mr. McCluskey of the British Guild.

The report was accepted and recommended for adoption.

The Sub-Committee proposed that Plenary should request the Canadian Association to continue its work in this matter.

IFATCA Conferences and Meetings The papers of the Executive Secretary (66.A. l 9) and of the Association of Israel (66.A.19-1) were discussed extensively.

There was no majority opinion on the question whether full Conferences should be held annually or bi-annually. On the question of Director meetings, there was an opinion that an informal Director meeting might be held after the Meeting of the Elective Officers if no expense to IFATCA was incurred. Regional meetings held by IFATCA Liaison Officer~ might be held if no expenses to IFATCA was inc.urred and provided prior approval by the Elective Officers was obtained. ~he Su~-Comm1tte~ reco~mended that Plenary request the Elective Officers to further consider this matter with a view to an amendment of the Constitution and By-Laws, and taking into consideration the opinions put forward in the Sub-Committee discussions.

Date and location of the next Annual Conference The Association of Switzerland offered to provide the venue for the 1967 Annual Conference in Geneva, Switzerland. The German Asso.ciati~n announced to be willing to organise the 1968 Annual Conference in Germany, either in Cologne or Munich. It was noted with appreciation that the German Association is assured of the support of State and Municipal Authorities in providing facilities.

Sub-Committee A recommended Conference to accept the offers of Switzerland and Germany.

Any other business.

Agenda Item A. 9 Supporting Paper not annexed Resolution /\. 9.1

Resolution A. 9.2

26

Transportation Difficulties In discussion distinction was made between Familiarisation Flights and Flights to the Annual Conference and Regional Meetings. Sub-Committee A recommended that IFATCA remind the Greek Government of the I FAT CA Paris Resolution on Familiarisation Flights and point out that Greek Cont rollers were the only Controllers within IFATCA members experiencing this difficulty. .

Regarding flights to IFATCA Conferenc~s and ~e~ional Meetings, Sub-Committee A recommended that a letter be sent to National Aviation Administrations outlining IFATCA's position on this matter with particula.r refere~ce to the contributions made by IFATCA to aviation safety. Since IATA Resolution 200 is due shortly to expire, it is recommended that the Officers intensify the action in pursuance of the Brussels (1964) Resolution A.10 on the subject in order to initiate timely and organised action of the Federation and the member associations on the question of transportation for IFATCA business.

Composition of Standing Committees, Transfer of Standing Committee Ill Sub-Committee A recommended that the composition of Standing Committees I, 11, and IV remains unaltered and that Standing Committee Ill should be transferred from the Danish to the Swiss Association under chairmanship of Mr. Bernhard Ruthy. Sub-Committee A further recommended Conference to extend a vote of thanks to the Danish Association for the excellent management of Standing Committee Ill under the chairmanship of Mr. Henning Throne.

IFATCA Publicity Sub-Committee A proposed the following Recommendation of the Yugoslav Association to be adopted in Plenary: "It is resolved to reinforce the efforts of IFATCA in order to increase the number of member associations. To carry out this resolution, a letter should be prepared by the Officers, briefly emphasising the aims and objectives of IFATCA and should be sent to non-member ATC associations, inviting them for membership and mutual cooperation".

Agenda Item A. 10

Resolution A. 10 Resolution A. 10.1

Agenda Item A. 11

Resolution A. 11

Iranian Association Sub-Committee A welcomed the application for membership of the Iranian Air Traffic Control Association. As the documentation was not complete, Sub-Committee A recommended that the Secretariat pursue the matter and put the affiliation of Iran to a mail ballot vote.

Sub-Committee B

Agenda Item B. 1

Report of the Officers Report of the 1st Vice-President

Agenda Item B. 1.1

Mr. M. Cerf (France) The report was accepted and recommended for adoption.

Appendix B. 1

Report of the 2nd Vice-President

Mr. R. Sadet (Belgium) The report was accepted and recommended for adoption.

Report of Chairman of Standing Committee I ,.Technical and Professional Matters" The report of the Chairman was accepted and recommended for adoption.

RAC/OPS Meeting 1963 After considerable discussion it was agreed that these papers, as amended by Conference, would form basic material for use by member associations in discussions with national authorities on the ICAO amendments 1 to Annex 2, Annex 11 and PANS/RAC. It was further agreed that the Committee would, where possible, submit to Conference resolutions based on these papers.

Criteria for VFR flight and VMC clearances for IFR flights It is resolved that the paper 66.B.5 Criteria for VFR flight and VMC Clearances for IFR flights be referred back to Standing Committee to form basic material for further study in co-operation with member associations and IFALPA and IAOPA. Comments to be submitted to Standing Committee 1 October 1966.

Separation Minima It is resolved that separation minima for world wide application should be incorporated in Annex 11 and given the status of Standards.

Separation Minima It is resolved that ICAO be asked to define more clearly the track separation m1n1ma specified for VOR and NDB and to indicate whether the separation to be used is for both

Agenda Item B. 1.2 Appendix B. 2

Agenda Item B. 2

Appendix B. 3 Agenda Item B. Supporting Papers not annexed

Agenda I tern B. 3.1.l Supporting Papers not annexed Resolution B. 1

Agenda Item B. 3.1.2 Supporting Papers not onncxed Resolution B Resolution 8 3

diverging and converging tracks.

27

Resolution B. 4

Resolution B. 5

Agenda Item B. 3.1.4 Supporting Paper not annexed Resolution B. 6

Agenda I tern B. 3.1.5 Supporting Paper not annexed Resolution B. 7

Agenda Item B. 3.2 Supporting Paper not annexed Recommendation B. 1

Agenda

Item B. 3.3

Supporting Paper not annexed Recommendation B. 2

Agenda Item B. 3.4 Supporting Paper not annexed Resolution B. 8

Agenda Item B. 3.5

S~pporting Paper not annexed Resolution B. 9

Agenda Item B. 3.6 Supporting Paper not annexed Resolution B. 10

Agenda I tern B. 3. 7 Suopoiting Paper not annexed Recommendation B. 3

Separation Minima It is resolved that longitudinal separation based on time - aircraft on reciprocal tracks, be discussed by member associations in consultation with pilot associations with a view to forming a more realistic separation standard than that at present in use.

Separation Minima It is resolved that member associations approach their national authorities with the object of removing the application of IFR separation based on D.R. Navigation as soon as possible in the interests of safety.

Radio Communication Failure Procedures It is resolved that paper 66.B.8. Radio Communication Failure Procedures be used by member associations to initiate discussions with national pilot and operator associations with a view to formulating IFATCA policy for submission to the next Conference.

Civil/Military Co-ordination It is resolved that IFATCA take note of the observations made by the delegates from Italy and Norway and of the EUM/RAN meeting recommendations on the subject with a view to requesting National authorities to introduce these recommendations at an early date.

Terrain Clearance It is recommended that Standing Committee 1 continue its study of this subject in cooperation with the British Guild and circulate member associations with the results of the trials of the application of terrain clearance criteria to be held in the United Kingdom.

SST and the ATC System It is recommended that the French Association and the British Guild continue their study of this subject in accordance with the recommendations for further action as detailed in paper 66.B.11.

Simultaneous use of parallel runways It is resolved that as pilot associations have noted significant differences in the application of the techniques of operation of parallel runways at specified aerodromes, controllers employed by the concerned authorities should be afforded facilities to study the techniques at present in use at each of these aerodromes.

Air/Ground Data Links It is recommended that IFATCA approach IFALPA to suggest that the material on air/ ground data links contained in paper 65.B.27 be placed at their disposal for use at the forthcoming COM/OPS meeting.

Area Navigation Aids It is resolved that as IFALPA have formed a stud!' group to consider the requirement for an Area Navigation Aid for submission to the Air Navigation Division of ICAO IFATCA approach IFALPA with a view to participating in this Study Group. Papers 65.B.28. and 66.B.14. to be used as guidance material.

Closed Circuit Television It is recommended that paper 66.B.15. be adopted as information material.

Aqenda Item B 3.8

R/T Phraseologies No further action was considered necessary on this item.

Agenda ltc•n D 3 9

AIS Intelligence Action remains with S!anding Committee 1.

Agenda !tern 8.

·l

Co-operation with International Organisations . .

The Committee expressed approval of the manner in V.:hich contact had been established with international organisations and requested the Officers of the Federation to continue along these lines.

Agenda !tern B. 5 Sur,por ting Poper not onncxcd

Rr_,solutron B 111 Rc~olulron

B 11.2

Resolution B 11 3

R•cso!ution B 11.-l

Work Programme .

It is resolved that the Work Study programme of Standing Committee 1 for the coming year should be: . . (i) Follow up action on the RAC/OPS papers listed under 1t:m B.3. (ii) Consideration of the Agenda of the next RAC/OPS meeting. This item to take priority in the Work Programme. (iii) Essential follow-up action with member associations on the papers submitted to the 1966 Conference. (iv) it is further resolved that the subject of civil/military co-operation be further studied by the German Association in co-operation with the Norwegian and Italian Assa ciations.

28

Future Agendas -

Conferences

It is resolved that the Agenda for future Conferences should permit more time for discussion and that the Elective Officers be charged with preparing the Agenda to enable this object to be realised.

Report of the final Plenary Meeting

Agenda Item B.

s

Resolution B. 12

Agenda Item

The Executive Secretary took the Roll Call of Member Associations; 18 were present.

Report of Sub-Committee A

Agenda Item P. 8

The Vice Chairman, Mr. W. Endlich, in the absence of the Chairman, Mr. J. Wachtel, who had been called away suddenly, reported on the work of the Sub-Committee.

Various minor amendments were proposed and agreed.

These have been incorporated in the text.

Mr. P. Knudsen (Denmark) proposed and Mr. P. Stalpers (Netherlands) seconded that the report be accepted.

The proposal was carried unanimously.

Report of Sub-Committee B

Agenda Item

P. 9

The Chairman, Mr. A. Field (U. K.) reported on the work of the Sub-Committee. He said he had acted as Chairman of this Sub-Committee at the last three Conferences, and he had been impressed on this occasion by the discussions which had taken place. While the Federation might not make earth shaking pronouncements, the discussions showed that a greatly increased amount of work had been done, and thought given, by Associations on the subjects under debate. After various minor amendments had been suggested and agreed - these have been incorporated in the text - Mr. M. McCabe (Ireland) proposed and Mr. W. Kassebohm (Germany) secondet that the Report be accepted.

The proposal was agreed unanimously.

President's Remarks and Addresses by Guests and Observers

Agenda Item P. 10

The President thanked the Sub-Committees for the work they had done.

He drew particular attention to the Vote of Thanks to Mr. Henning Throne for his devoted services as Treasurer since the formation of the Federation. (This was received with acclamation.) He welcomed Mr. Bernhard Ruthy (Switzerland) as the new Treasurer, and Mr. H. Brandstetter (Austria) as the new Hon. Secretary. He also referred to the Vote of Thanks to the German Association for having carried the burden of publishing and subsidising "The Controller" during the Federation's formative years.

The President went on to thank the Swiss Federation for their offer to act as Host Association for the Annual Conference 1967, an offer which had been gratefully accepted.

The location would be Geneva, and the probable date l 7th April. Gratitude was due to the German Association for their offer to organise the 1968 Conference, probably at Cologne or Munich, the acceptance of which would probably be confirmed at the next Annual Conference.

On behalf of the Federation, he thanked the Standing Committees for their work, and mentioned that the work of the Finance Committee, hitherto carried out by the Danish Association, would now be the responsibility of the Swiss Association. He expressed gratitude to the Danish Association for their work in the past and wished the Swiss Association good luck and success in the future. The President welcomed the application for affiliation from the Iranian Association and hoped this would be the first step towards extending membership of the Federation further to the East and India.

The President then invited Guests and Observers to address the Conference.

Address by Mr. H. M. Koemans, International Council of Aircraft Owner and Pilot Associations (IAOPA) Some weeks before this Conference - I had read some of your technical papers I had serious doubts whether the presence of an IAOPA observer could serve any good purpose. I felt at that time that IFATCA's approach to some important aviation problems deviated so far from the centerline, that no Gener a I - Aviation observer i n the w or I d could successfully advise any necessary corrections. Sentimental reasons - the certainty of meeting many friends, the Italian sun (which left us unfortunately) brought me here nevertheless. I think, that I made my doubts and my concern perfectly

Agenda I tern P l 0

Agenda Item P. 10

clear, and I am happy to declare here, that Sub Committee B's decision to renew the study on some items seems to be a fortunate change in what I thought to be IFATCA's position. IAOPA is grateful for this new look.

However not all my doubts disappeared. IFATCA is a rather young organisation. IFATCA's international position towards the reigning aviation body, ICAO, is not yet based upon experience in international affairs.

One could easily imagine that other well-organised and well-equipped bodies, wellequipped with manpower and financial funds, w ill try to influence your organisation in matters, in which you cannot take position for the simple reason that your independence wou ld come into serious danger by doing so. IAOPA usually does not claim to hove more than 150.000 members with soy 90.000 aircraft. We on ly soy that nobody hos more rights than somebody e lse, and that solutions to existing problems con only be found by mutual efforts of cooperation and coordination. And never by pressure of any kind.

We claim that our air is empty even in the United States and that using a private aircraft for transport is as norma l as using a private car.

I assure you that on aircraft is much safer than a car I ICAO sow this development in time and adequate actions to anchor this ultimate freedom in new rules and regulations ore we ll under way.

IFATCA as on independent organisation of air traffic controllers con take its important shore of these actions We do not request you to do so, we expect it!

I do hope, that some doubts, sti ll present in my mind, may disappear during next year.

H. M. Kaemans , European Re p resentative of IAOPA, chatti ng with Tirey K. Vickers, Director of the U.S . Decca Air Traffic Advisory Unit and representa tive o f ATCA.

30

Address by Captain M. Della Rosa,

Agenda Item P. 10

International Federation of Air Line Pilots Associations (IFALPA) Mr. President, Ladies and Gentlemen, It has been quite enlightening for me to participate in the activities of this Conference, and to have had a chance to see from behind the curtains the way of working and the way of thinking of the fellows that use to tell us pilots where to go and what to do while we are tugging around these Aying machines.

It has been for me one more experience of how close your technical problems are to ours. And therefore there is no wonder that we approach the same problems from sides that are not far away from each other.

I am referring here to the technical problems, such as vertical separations, radio failure procedures, use of parallel runways, navigational aids, etc.

It is always a pleasure for IFALPA to offer IFATCA the cooperation of its study groups that deal with the same subjects.

IFALPA is well aware of the importance of the Controller's tasks for the safety of the Aight and does not want to put any extra or unjustified burden over the Controller's desk.

We therefore deeply regret to have had to take the resolution of not accepting the 90 N. M. lateral separation over the North Atlantic, and thus to have increased the workload for the controllers in that region.

We have the feeling that the controllers concerned understand quite clearly why we had to take that action: it was exclusively in the interest of safety. They are well aware, I believe, of the sound reasons laying behind our resolution; they know, as well as we do, that with the accuracy of the navigational aids now in use over the North Atlantic, the reduction in lateral separation is to be proved to be not only marginally safe, but simply safe.

And what we are doing at present is only a delaying action, to enable us to collect a sufficient number of statistical data to prove to ourselves, first of all, if we can safely accept lateral separation reduction without any real improvement in navigational aids first.

The documents upon which we based our resolution were made available since our conference at Auckland last month, to all pilots associations, controllers associations, Government officers, and to the press.

We know that the controller associations concerned are aware of the weight of the content of these documents, and have expressed their sympathy towards our resolution, as the British Controllers' Association has already done, and as I have felt during this Conference, through the words of the Canadian Association, seconded by several others.

Should any controller association feel lack of information on this particular subject, they are warmly invited to request such informations either through IFATCA or through their local Pilot Association, or directly from IFALPA Headquarters, that very gladly will provide all the background material. Well, gentlemen, as I said before, IFALPA regrets to see that the pilots resolution has given to you this extra workload, but if it was not for the safety of Aight, IFALPA would never have bothered you.

We sincerly hope that navigational aids with greater reliability and accuracy be made available soon, as both our Federations are indicating to ICAO, and if these better aids are going to be of the "self-contained" type, so much the better: the era of ATC automation will be the nearer, easing your workload as well as ours, we hope.

For the time being, we are proceeding with our safety problems, and we want you to know that we sincerely appreciate your understanding in this matter.

Thanks again for the opportunity offered to participate in this Conference.

Address by Mr. A. M. Waldin, Federal Aviation Agency Office of the Assistant Administrator for Europe, Africa and the Middle East Mr. President, Ladies and Gentlemen I would like to express the thanks of the Federal Aviation Agency of the United States for inviting us to participate as official observers in this, your Fifth Annual Conference.

I have tried to remain essentially an "observer" at this meeting, although I have to adrni~ there were many times when I was sorely tempted to join in some of the excellent debates which took place in your Sub-Committee "B". But it seemed that nearly every time I was about to inject a thought, one of your able delegates would rise and say it so much better than I could have anyway.

In this sense I should like to heartily endorse the statement made earlier by the Chairman of that Committee, in which he commented on the excellent participation of the delegates in his Committee's work. I have been very impressed with the quality of the Jl

Agenda Item P. 10

"exchanges" which took place on some very controversial subjects. I believe it points up a growing maturity of IFATCA when so many delegates speak out freely, clearly, and knowledgeably on the many items considered. I personally feel that this is a sign of a healthy organization, for it insures that all viewpoints are being considered and that no one fraction or group ends up dominating the thinking and policymaking of the group.

May I express my best wishes for your continued growth and success, particularly in this area.

I would like to take a moment to assure you of the FAA's continuing interest in the activities of your organization and of our willingness to provide you with any assistance possible in the interest of better air traffic services. As most of you know, we have participated as observers in most, if not all, of your annual meetings; and we certainly hope to continue this excellent relationship.

I call your attention to the fact that since your last meeting the FAA has established a Regional Office in Brussels, Belgium. This office is known as our Europe, Africa, and Middle East Region. As a pa;t of the staff we have two air traffic control specialists myself and a very good friend of yours for some years, Mr. George Waller. I bring you greetings from George and I know that he is sorry that he could not be with you for this meeting; I cannot feel sorry about that myself, for if he had been here, then I could not have been - so I'm rather glad he couldn't make it this time. One of our purposes in establishing this office is to be in a better position to work with our many ATC friends in this area, both in offering you the benefit of any experience we may have had and, of course, in learning of advancements in technique which you have made. In addition to our Brussels office we have area representatives, here in Rome, and in Frankfurt, London, Paris, Beirut, and Lagos. Many of these representatives have ATC backgrounds and, I am sure, would be pleased to work with you in any way in which they could help.

An example of the type of interchange which might interest you is the film "Wake Turbulence" which you just saw. A copy of this film will be available in our regional office for loan to any of your associations. Many of you have already inquired as to availability of other films. I have coordinated with your President and will send each of your associations a copy of our current Film Catalog which lists quite a large number of ATC films.

We will be happy to arrange the loan of copies to you. My letter transmitting the catalog to you will provide instructions on how to get films, as well as further data on the availability of the film "Wake Turbulence".

May I again reiterate the interest of the FAA in IFATCA and its work. We look forward to working with you and your individual member associations with a common goal of realizing the best possible air traffic services on a world-wide basis.

Thank you.

Address by Captain U. Auramo, Italian Pilots Association (ANPAC) Mr. President, Ladies and Gentlemen, I am honoured and pleased to address a few words to this Assembly for two reasons.

The first being highly rewarding for the Italian Air Traffic Controllers' Association that this Sth IFATCA conference was held in Rome.

It means the right recognition of a terrific amount of work done by a small group of very qualified men.

In this country the air traffic control proble~s are v~ry _far from being solved but the aiming point is clearly identified and they will not miss 1t.

The second reason depends on the good relations that exist between the ANACNA and ANPAC under all items. And we are fond of it.

We hope that this cooperation will be in the ~e~r future closer and even more fruitful to all who care for the highest standard of aviation safety. So let me express, Mr. President, on behalf of my associaiion the deep sense of our respect for this Conference and the best wishes for its results.

Thank you.

Address by Mr. Abraham Goitom, Chief, Air Traffic and Communication Service, Civil Aviation Department, Ethiopia Mr. President, Ladies and Gentlemen, .

It is a very great privilege and_ ple~sure for me to att~nd the _Fifth l_FATCA Conference an Observer, in this ancient, historic and most attractive Capital City of Italy.

32

05

I come to learn from this Conference that the creation of on International Federation of Air Troffic Controllers is of great importance, not only to solve air traffic control problems but also to unite oil State controllers of the world and exchange ideas on the security and attraction of their jobs.

In Ethiopia, on association of air traffic control is not yet organised; however, negotiations on its organisation ore in progress. My attendance at this Conference may help to expedite the o rganisation at on early dote.

As all delegates ore well aware, in the interests of the safe operation of air transport, aviation hos played o great role to establish important organisations. One of these important organisations foils to Air Traffic Control, which is vita l for the r.ofety of all flight operations and above all securing the lives of humans and their properties.

Agenda Ite m P. 10

Moy I be permitted to quote the President's statement during the opening of the Conference: " The notion is growing that being on air traffic controller is not just another way of making o living. The development of air traffic control in some countries may be oheod of others, but there is a growing understanding that we ore all foced with the some problems and that the best way to solve them is to join forces. In IFATCA we feel the strong bond of good fellowship between men performing on exacting but satisfying task, o task essential to the international community of men."

I strongly support these words which impressed me very much and I hope the Ethiopian Controllers will become IFATCA members as soon as possible, in order to exchange views and experiences of Air Traffic Control in Ethiopia.

Than k you.

Abraha m Goito m (r.), Chief, Air Traffic and Communication Services of Ethiop ia in d iscussion with IFATCA Delegates.

Address by Mr. Tirey K. Vickers, representing the Air Traffic Control Association (U.S.A.) I bring greetings from Clifford P. Burton, ATCA's new Executive Direc!or, .who took office at o low point in A TCA's history and hos already started the orgon1zohon bock on th e rood to recovery. . .

I report that ATCA hos recently renewed its corporate m~~bers~ip in IFA_TCA ; and that it looks forward to the day when ATCA's financ ial condition will allow 11 to apply for regular membership in the Federation. .

I extend 0 verba l invitation to all IFATCA members to attend the next ATCA Conventio n, which wi ll be held in the Miami area on October 10-12, 1966. Written invitations wi ll be moiled shortly to oil national associations and officers of IFATCA.

33

Agenda item P. 10

Address by Mr. W. E. J. Groves, Air Traffic Control Advisory Unit, the Decca Navigator Company, Limited.

On behalf of the Corporation Members Mr. Chairman, I will be brief I promise you, but for the Corporation Members and myself I would like to thank the Elective Officers and the Conference as a whole for enabling us to participate in your proceedings. In particular, we were able to play an active part in the Panel Session this morning. I believe all agree that the ennovation of a Panel, as distinct from a series of prepared talks, has been a great success.

I would like to be associated with Arnold Field's remarks about participation during debates. In previous years, It has always seemed to me that the Corporation Members and Observers have provided most of the comment. This year it has been most noticeable that the Delegates themselves have contributed to most of the discussion, and this, of course, is as it should be.

My colleagues amongst the Corporation Members have asked me to remind you that our services are available to you at all times, and whilst it is extremely pleasant to meet you and to discuss problems with you at your Annual Conference, we sincerely hope that you will contact us at any time when you have problems for which you think we might supply at least some of the answers.

Finally, we the Corporation Members, would like to offer our sincere thanks to the Italian Air Traffic Controllers Association for the arrangements at the Conference and for enabling us to spend such a pleasant time in Rome. Our congratulations to you all in IFATCA for the work which you have done so far and good luck along your future path.

The President expressed his appreciation of the kind remarks and said he was very grateful for their attendance and for the assistance they had given in the discussions.

He particularly wished to thank those who had sat on the Discussion Panel during the morning.

Agenda Item P. 11

Any other business There was no other business.

Agenda Item P. 12

Closing Address by the President In my report to the Plenary Session I ment'.oned the present problems being experienced regarding the reduct:on of lateral separation standard~ on the North Atlantic routes. It is the opinion of this Federation that when a ~es~onsible .body of opinion such as the International Federation of Air Line Pilots Associations consider that a reduction in separation si·andards affects safe operation, this opinion cannot be disregarded by Member States of ICAO, and it is the earnest hope of _IFATC~ that the present situation, which causes a considerably increased workload to Air Traffic Control, be resolved as soon as ·ble One of our ma·ior aims is the maintenance of the good relationship which exists poss1 . h . h "f h between pilots and controllers and I wish to_ emp as1ze. t at I 't e pilots whom we serve are concerned about an element of Air Traffic Control flight sarety, then we equally share their concern. . .

The Rome Conference is now drawing to an en?. Fro~ wha! I hear it is considered a great step forward on the road to maturity. The lively d1scuss1ons have shown that we are learning the trade. . .

The Member Associations must, however, remember that IFATCA is no.t 1ust another big association; the strength or weakness of I FAT CA depends ~n the combined activity of its We shall continue to do our utmost to give M em b ers. 1 tr u st we are on the right track. ff · · · I · the Air Traffic Control profession an e ect1ve 1.nternationa voice.

In conclusion I would like to express my gratitud~ to the Italian Association for their preparation of this conference ..We kn. 0 :-'. they experienced a l~t o~ ~nexpected difficulties in arranging a program of social act1v1ties. However, the a:at1abil1ty of this magnificent building with its excellent arrangements and staff have certainly been a great contribution to the success of this conference.

May 1 now call on Mr. Carlo Tuzzi of the Italian Association for his closing remarks?

Agenda Item P 13

Adjournment Mr. Carlo Tuzzi, Secretary of the Italian Association, formally proposed the adjournment of the Conference. Mr. P. Knudsen seconded. The proposal was carried unanimously.

34

Visit to St. Peters. Wednesday 20th April One of the highlights of the Fifth Annual Conference was the Papal Audience in St. Peters. Some 35.000 pilgrims hod gathered for the ceremony, which is described below by a participant of the IFATCA delegation.

With on escort of Noblemen and Swiss Guards, the Pope arrived on the stroke of 11 in his ceremonial choir, as laid down by the old rules of centuries.

He was fervently greeted by severa l thousand pilgrims, in a variety of languages, and then moved to the middle of the Confess:onol Altar, whe~e he voiced a meditation based on the gift and virtue of faith and the supreme value of the Christion profession. At the end of this meditation, after the Credo, Paul VI imported the Apostolic Blessing. Before leaving, he chatted with the various persona lities present, expressing his special pleasure to our President and the other Officers, who occupied a special place near the 1路hrone, adding his best wishes and stressing the lofty motives for their presence in Rome and their visit to St. Peters.

This event, I report briefly owing to the space available, occurred on Wednesday morning at the a udience wi th the Pope, granted with paterna l benevolence lo a ll participants at the IFATCA Conference together with several thousand pi lg rims from various European and American countries, who thronged the centre nave, the side transepts and the apse of the Basilica.

At the beginning of the audience, Paul VI addressed, among others, our group and pra ised us for our arduous, highly responsible, work, expressing his hope that the Confe rence wou ld be successfu l.

I w ish to e nd this short account with an impression and summing up mode by Maurice Cerf afte r the audience. Th is I quote textually as it seems to me to provide an excellent summary of that exceptional event and expresses very well the general feelings of those who were present in St. Peter's on Wednesday morning. "It was one of the highlights of the whole conference. We were a ll deeply impressed by the majesty of the ceremony and the persona l dig nity of the Pope. The photograph and medal I brought home will constitute an unforgettable memory of on important event."

- 1

H is Holiness Paul VI i n conversol ion w ith the IFATCA Officers.

35

The Centro per lo Sviluppo dei Trasporti Aerei On the morning of the l Sth April, before the officia l opening of the Conference, The Hon. G. Veronesi, President of the Centro per lo Sviluppo dei Trasporti Aerei, welcomed the officers of IFATCA and the organisers of the Fifth Annual Conference in the "Centro" , whose facilities were kindly put at th e disposa l of IFATCA for a pre-conference meeting.

This was followed by a cocktail, offered by the CSTA. The Centro per lo Sviluppo dei Trasporti Aerei, wh ich maintains close and friendly re lations with the Italian Air Traffic Controller's Association, has been founded in March 1955. It is a non-profit organisation concerned with the development of air transport, and in porticular with its effects on the economy and on public life. The Centre's activities include the evaluation of studies, reports, and other pertinent information on the development of commercial aviation in al l major countries of the world, the latter material be ing mode available - frequently in the form of statistics - to interested parties. Among the Centre's major publications are the aviation periodica l "Trasporti Aerei " and the news bulletin on aeronautical conferences " Quaderni ".

The Centre also organ ises lectures and training courses on路 aviation subjects, it init iates and prepares aeronautica l conferences and sponsors discussion session of aeronautical interest.

Visit to the Selenia Company After the pre-conference meeting at the Centro per lo Sviluppo dei Trasporti Aerei, the group visited the Headquarters of Selenia lndustri e Elettroniche Associate S.p.A., one of the Federation's Corporation M em bers.

Some of the projects in hand were described by the Director and Heads of Departments, and after a pleasant lunch, a short visit was made to the build ings where the designs were progressed. This was a most pleasant visit and the Federation is indebted to Selenia for their hospitality and devoting so much time to explanation and demonstration.

The orgon1sers of the Rome Conference Corio Tuzzi, Luc io Belluci.

36

even during the coffee break olwoys busy. (I. to r.) Franco Meorilli,

Discussion Panel "Air Traffic Control Displays" On the morning of Thursday, 21 st April, a Panel of Corporation Members was formed to answer questions and to discuss the above subject. Maurice Cerf chaired this 1966 Industry Panel, which was made up of the following representatives: Helmut Kuhn Telefunken AG Wolfgang Hennig Telefunken AG W. E. J. Groves Decca Navigator Company, Ltd. Tirey Vickers ATCA and DNSI Sven Skaraeus Standard Radio & Telefon AB Dr. Vincenzo Benini Selenia S.p.A. R. N. Harrison Solartron Electronics Group Fred Crewe Elliott Brothers (London), Ltd. The panel answered questions from the floor on the general subject of air traffic control displays. The discussions are summarized below.

SSR Problems Question: What characteristic problems are encountered in SSR operations?

The panel discussed three problems: shadowing, reflections, and garbling. Shadowing is caused by the line-of-sight characteristic of SSR transmissions, which can be blocked by an intervening object. Most SSR transponder antennas ore installed on the underside of the aircraft. When the aircraft is banked toward the ground station, the aircraft antenna can be shadowed by the wing, as shown in Fig. 1. The result is a temporary loss of the SSR target on the radar indicator.

SSR reflections result in phantom (false) targets which appear on the radar indicator and even occasionally get garbled with other SSR targets. Reflections are caused by large flat surfaces, such as buildings near the ground antenna of the SSR system. These surfaces reflect the interrogation and reply signals as shown in Fig. 2. SSR is more susceptible than primary radar to reflection problems, as the SSR replies are much stronger than radar echoes. Relocating the ground antenna or changing its height or elevation angle can relieve or modify the problem.

Garbling, or mixing of the reply pulses from different aircraft, can produce various effects on the radar indicator, such as false code readouts, false identification (bloomer), a false target halfway between two interacting targets, or killing (cancellation) of all or part of either or both targets. Garbling occurs when two SSR-equipped aircraft are within the interrogation beam simultaneously and also within 3.3 nautical miles of each other in range.

Garbling is caused by two factors: (a) the SSR ground station is not selective but interrogates all transponders in its beam; (b) the transponder reply triggered off by the interrogation is a series of pulses which are strung out over a period of 20.3 microseconds (even longer if the identification pulse is added). Because radar pulses travel at the speed of light (about 1,000 feet per microsecond), the frrst pulse of a reply train travels about 3.3 nautical miles before the last pulse leaves the antenna. If two SSR-equipped aircraft are within 3.3 nautical miles apart in range, from the ground antenna, and are within the same interrogation beam, their reply trains can overlap, and confuse the decoder.

Mr. Hennig advised that the new BFS display system will have degarbling circuits which are expected to eliminate a large percentage of the garbling which occurs in overtake situations. The circuit requires two successive identical replies, before displaying an active readout of SSR coded information.

------------

• 1•

,., , ~l <l ldc1·

Antenna

Fig. l

- -

~

c;nlu1lll .:\ 11!

l ' 1111

;I

SSR Shadowing

3/

Aircraft Target Interrogation Reply Path

True Target

False Target

a

Angle a = Angle b

Antenna Fig. 2

Reflecting Surface

PPI Display

SSR Reflection

Active Altitude Readout Question: We understand that a recent FA~ report states that discrepancies of up to 600 feet have been observed between the altitude reported by the pilot and the altitude readout by the Mode C altitude code. Would this indicate that ATC would be better off without the altitude readout?

Mr. Vickers said he was not aware of the report; and while he anticipated that discrepancies of 100 to 200 feet would occur occasion.ally, he woul.d be surprised if they reached 600 feet, except in cases of equipment malfunction, or garbling, when unpredictable changes could occur.

Mr. McCabe of Ireland asked what the controller:s responsibility should be if the pilot's reported altitude differed greatly from _th~ SSR altitude readout. Mr. Vickers believed that it would depend on circumstances, but 1f it appeared that the SSR ':as malfunctioning, he would advise the pilot to shut off his Mode C reply and revert to voice reports of altitud Mr. Vickers added that the controll.er.should learn to be.alert to the possibi.lity of garblin~ whenever two SSR targets were within one ~SR ~eamw1.dth of each other in azimuth and within 3.3 nautical miles in range. Mr. Wald1n said that if the system required the cont I. . I ro ler to monitor all altitude reports all the time, it certain Y wasn't giving him much help.

SSR Identification Codes Question: Some new decoders act.iv~I~ rea~ out_ the Mode 3/A code number in 4 digits; why not give each aircraft a 4-d1g1t identification so that the decoder would then be reading out the aircraft identification directly?

Mr. Vickers said hat the so-called "fingerprint. con~ept" of assigning a discrete code number to each airframe was not presently possible in the USA because there were only 4096 Mode A codes but nearly l 00,000 air~ra:t. Th~ b.est the USA may be able to do is to keep each aircraft on a different code within a lm~ited geographical area. It has been proposed l"o assign certain blocks of codes sequential!~ to flights which were staying in a given area, using the same blocks of c~des locally in other areas at the same time.

Code assignments for long range flight_s might be drav:n from another block; insofar as possible these codes would not be duplicated - the ob1ect being to minimize the number of code changes required in flight.

In the ATC computer, the flight identification would be electronically associated with the code number currently assigned to the aircraft so that when the decoder detected a known code, it would read out the flight identification on the display.

38

Mr. Groves said that code allocation problems could be avoided through the use of an AJG Data Link System. Mr. Crewe said there will be a place in the future system for both DL and SSR, and that if 3 SSR modes were available, it should be possible to assign a unique combination to each airframe.

Computer/Display Functions Question: How is it planned for automated ATC display to indicate the relationship between aircraft in cases where different types of separation are being used?

The panel discussion covered the following points: (a) PPI radar displays show directly the horizontal distance between aircraft; horizontal distance is the basis for radar separation procedures. (b) For areas outside of radar cover, the new UK Planning Probe Display (which is described on Page 26 of the January, 1966 issue of THE CONTROLLER) is one way of showing predicted time separation to the planning controller. (c) Digitized radar systems can provide a conflict prediction function through the use of vector lines on the display. In the NAS program, for example, the controller can select a prediction time of 1, 2, 4, or 8 minutes. Based on the immediate track and speed history of each target, the computer draws vector lines to show where each target is expected to proceed during the selected prediction time - provided, of course, that no speed or heading changes are made during the period in question.

Dr. Benini said that conflict resolution is a much bigger problem. The controller needs the pertinent data for the decision. The immediate effect depends on the actual decision; an impending conflict may have many different solutions, and a computer could submerge the controller with too many different answers. Instead, the computer should be programmed to provide only one or two optimum solutions. Any solution is the result of a compromise between conflicting desires or requirements.

Dr. Benini said that the way out is to keep the computer logic so simple that the controller will always be able to visualize what the computer is doing. Then when the computer displays the tentative solutions, the controller will know what the computer has done, what solutions it has already tried, and where it has left him. He can then ask the computer to complete the problem according to his wishes at the moment.

Mr. Skaraeus said that the computer has all the data, but the big problem is to display what the controller wants when he wants it. The real solution to this problem requires cooperation between operational and technical people in the planning stages of the system.

Mr. Crewe and Mr. Harrison both cautioned against the tendency to fill the display with characters. They pointed out that there is a pronounced weakness, on the part of the customer agency specifiying a system, to insist on far too much data to be displayed simultaneously; their desire is "we must have everything there because we might need it some time". This complexity defeats the whole object of the system. The decision must be made at a fairly early stage as to what is necessary and (more important) what is not.

This is the only way to get a reasonable display and a reasonable keyboard.

Peter Reavely of the UK asked whether any simple ways are being developed, for communicating with a computer. He recalled having counted 49 different keys (12 of them 4-way buttons) on a recent display.

Mr. Vickers cited the RRE touch-wire display (described on Page 26 of the January, 1966 issue of THE CONTROLLER), which he thought was a real breakthrough in simplifying the man/machine interface problem.

Radar Substitutes Question: Is there any electronic solution for providing separation between aircraft in areas where radar coverage is not available?

Mr. Groves mentioned the data link, which can feed back position, altitude, and identity data. He said that it is only as efficient as the communications channel in use; but for the purpose described, it was faster, more effective and valid than voice communications.

The panel failed to bring up another possible answer to this question: the new field of collision-avoidance and station-keeping devices.

Navigation/ ATC Integration Question: How would it be possible to integrate the navigation and ATC functions in the future ATC system?

Mr. Groves described a system in which the navigation aid formed the basis of the route structure and the aircraft separation standards. The navigation system provided x, y, and

39

z coordinates to enable the pilot to follow the threedimensional clearance received from ATC; and the aircraft position coordinates were fed automatically to the ground to enable the controller to detect any significant deviation from the prescribed path which might require intervention.

Radar Remoting Systems Question: Because of the high cost of wide-band microwave remoting links, could you tell us about the capability and reliability of narrow-band remoting systems?

Mr. Skaraeus said that the reliability of digitized and filtered narrow-band remoting systems was very high, the remoted radar picture was clear, and the technique was particularly well adapted to the production of mosaic (combined) radar displays. In addition, the output can be tape-recorded if desired for checking or training purposes.

It is usually more desirable to add the video maps at the ATC center instead of at the remote radar site.

Area Navigation Question: What progress is being made in area-coverage navigation aids?

Mr. Groves said that the FAA was testing a piece of Decca equipment, the Omnigraph pictorial display which is designed to utilize VOR/DME inputs. Omnigraph is actually part of a compound navigation system, a term which means that the equipment can utilize data from various ground and airborne navigation aids. With such equipment the pilot is able to select the best available input for the specific phase of flight; reliability is increased by the fact that backup systems are available, with automatic changeover if desired.

Mr. Weldin of FAA Brussels reported that an o~erational evolution of a pictorial display and a course-line computer utilizing VOR/~ME inputs was run in the Frankfurt, Germany area and that the results were submitted rn a report to EUM/RAN which recommended that the various states should encourage the development of area navigation type aids, citing the VOR/DME since this was the nature of the report. Later, Mr. Weldin said that the tests referred to were actually run on the Frankfurt TACAN instead of the VOR/DME. Mr. Groves called attention to one factor which may limit VOR/DME area navigation in Europe: the fact that DME facilities ~re not co-lo~~ted with the associated VOR's in a number of cases. As shown in Fig. 3, thrs causes positron ambiguities whenever the aircraft is at a DME range which is less than the distan~e betwee~ _the VOR and DME. Separation of the facilities also introduces an offset error rn the positrons shown by present types of pictorial computers.

VOR Site

Range

\

DME~s ~I

I

\

(

l

I

\

\ \

I / /

- -- Fig. 3

40

_.,..

/

Ambiguity possible when VOR and DME sites are separated . . .

5 ,...., Site separation distance Nole: Type of ambiguity shown con occur anywhere within outer circle (radius S from DME site)

Comparative Accuracy, VOR/DME versus DECCA Question: With regard to the previous discussion about the pilot being able to select the best input to a compound navigation system, what is the comparative accuracy of VOR/ DME and Decca?

Mr. Groves said this depended on many different factors, and that, so far as he knew, no official report has ever presented the data in a form in which direct comparisons could be made. One member of the audience noted, however, that France, Germany, Canada, the UK and the Scandinavian countries use Decca for calibrating their VOR facilities.

Bright Displays Question: Is there a really bright display which really works?

The Marconi representative in the audience said that his company has a 5-inch CRT which is 1,000 times brighter than the usual fluoride scope and 20 times brighter than a scanconverted display. This tube was recently installed in the Frankfurt Tower. However, 11 inches is the largest diameter they have been able to achieve; resolution is a problem.

Dr. Benini said that if you want a large bright display for both alphanumerics and radar, you can't have it. The alphanumerics require a short persistence to avoid smearing and the radar requires a long persistence. There is no such thing as a large and fast direct view storage tube (DVST).

Mr. Skaraeus said that the trouble with scan conversion is that it requires a separate scan converter for each discrete display. The Swedish ATC system now uses a normal PPI scope displaying computer-driven symbology, which has good resolution and adequate brightness for the purpose.

Mr. Vickers said that the airport surface detection (ASDE) radar needed a large scope to show sufficient detail over the airport surface area, but it also needed a bright display so that it could be used in control tower cabs in daylight operation without subjecting the controller to alternate looks inside and outside a hood. The lack of a suitable large, bright, high-resolution scope was a contributing factor in the FAA's recent decision to shut down most of the ASDE facilities.

Films

***

On the afternoon of Thursday 21 st April, immediately prior to the Final Plenary Conference, the following films were shown: "SRT ATC Centre Systems"

A colour film by Standard Radio and Telefon A.B., Sweden

"Turbulent Wake"

A colour film by the Federal Aviation Agency.

"II Teleindicatore"

Solari & Co., Udine, Italy A colour film by Solari & Co., Udine, Italy

The films were of outstanding interest.

***

I FAT CA is greatly indebted to the following for their generosity and assistance during the Conference: Generale F. Santini - Director General of Civil Aviation Department Genera le M. Giovanozzi - Director General of Italian Air Traffic Services The Hon. G. Veronesi - President of Centro per lo Sviluppo dei Trasporti Aerei The Ministry of Tourism ANPAC - Italian Pilot's Association Selenia - lndustrie Elettroniche Associate S.p.A.

!E~X~~h~Lm~~n I~~~=~~~,~~~

I

ZETFAX equipment grants a maximum of sa.fety. Distinguishe.d airli'.1es could not imagine their workinfJ without ZETFAX. It is a reliable, trustworthy and rapid help for the air traffic control. - Please ask for 1nformat1on and references!

DR.-ING. RUDOLF HELL 路 23 KIEL 路 GRENZSTR. l -5 路 TELEPHONE: 2011 路 TELEX: 02 92858

.11

Corporation Members of the International Federation of Air Traffic Controllers' Associations The Air Traffic Control Association, Washington D. C., U.S.A. Cessor Radar and Electronics Limited, Harlow, England The Decca Navigator Company Limited, London ELLIOTT Brothers (London) Limited Borehamwood, Herts., England IBM World Trade Europe Corporation, Paris, France ITT Europe Corporation, Brussels, Belgium Jeppesen & Co. GmbH, Frankfurt, Germany The Marconi Company Limited Radar Division Chelmsford, Essex, England N.V. Hollandse Signaalapparaten Hengelo, Netherlands N. V. Philips Telecommunicatie lndustrie Hilversum, Holland Selenia - lndustrie Elettroniche Associate S. p.A. Rome, Italy The Solartron Electronic Group, Ltd. Farnborough, Honts., England Telefunken AG, Ulm/Donau, Germany Texas Instruments Inc., Dallas 22, Texas, USA Whittaker Corporation, North Hollywood, California, USA

The International Federation of Air Traffic Controllers' Associations .would like. to invite all car orations, organizations, and institutions interested in and concerned. with M the b maintenance and pp romotion of safety in air traffic to join their organization as Corporation em ers.

Corporation Members support the aims of the Federation by supplying the Federation with tech · I · f d . • · t . n1ca in ormation and by means of an annual subscription. The Fe erat1on s m emotional journal "Th C troller" is offered as a platform for the discussion of technical and procedural developments

~n ~~~

field of air traffic control.

42

The Stockholm Area Control Centre at Arlanda Airport Background , Close proximity to several civil and military airports, requ iring positive coordination.

Connected to the centre are: Two primary radar stations (Arlanda 1O cm, and Bromma 23 cm) One secondary radar (in order) One OF station, with eight channels

General layout The ce ntre comprises twenty control desks, eight of wh ich are used for r adar control. To the right in the picture are the ACC and APP positions for civil traffic. The military control. to the left, occupies nine desks, four of which are used for radar control.

Processing equipme'n t The Censor. a high speed multipurpose computer, enables simultaneous automatic tracking of forty targets and the administration of information from video correlators and for alphanumeric generators.

Presentation equipment The PPl's are of 16 " digital type , where raw, processed and composite pictures. video maps for Arlanda and Bromma radars and sixteen runway extension lines for five airports can be selected.

Tabul ar displays for each radar control position present flight and track data for six aircraft simultaneously, and also distance and bearing for a vector line controlled by keyboard and rolling ball.

For further information on the most exacting ATC systems, available today, apply to the Swedish !TI-associate, Standard Radio & Telefon AB. Barkarby, Sweden. wfio developed. manufactured and put the above installation in operation.

Standard lladio & lelefon ALJ

Attendance List The following Officers, Delegates and Observers attended the Conference:

IFATCA OFFICERS

Tekstra, Leo Nicolaas Cerf, Maurice Sadet, Roger J.M. V. Monk, Geoffrey Endlich, Walter H. Throne, Henning

President First Vice-President Second Vice-President Executive Secretary Editor Treasurer

AUSTRIA

Brandstetter, Herbert Kihr, Helmuth Nagy, Alfred Chrystoph, Wolfgang Hirch, Konrad Koscho, Erich Told, Kurt

Director Deputy Deputy Deputy Observer Observer Observer

BELGIUM

Maziers, Andre Lecourt, Jean Lemaire, Georges Meulembergs, Jean J.

Director Deputy Deputy Deputy

CANADA

Campbell, Richard

Director

DENMARK

Knudsen, Per Larsen, Edvin Mortensen, Aage

Director Deputy Observer

FINLAND

Remy, Andre Happonen, Aimo Letha, Fred Lethonen, Raimo

Director Deputy Deputy Observer

FRANCE

Flament, Jean Chateaux, Rene Lefranc, Jean Marie Philippeau, Rene

Director Delegate Observer Observer

GERMANY

Kasseb()hm, Wolfgang Guddat, Horst Fischer, Frank Gartz, Joachim Nellessen, Heinz Prell, Herbert Schuler, Bernhard Storm, Peter

Director Deputy Observer Observer Observer Observer Observer Observer

GREECE

Gonos, Nik. Karagiannides, E!1m As!anides, George Katsounis, Goul.

Petroulias, Elias

Director Deputy Observer Observer Observer

ICE LAND

Olaffson, Gudmundur 'oli Director Gudmundsson, Jens Deputy

IRELAND

Mc Cabe, Michael Grey, John Kerin, Joseph Cerasi, Eamonn

Director Deputy Observer Observer

ISRAEL

Wachtel, Jacob Medina, Eli

Director Deputy

IFATCA DELEGATES

44

ITALY

Tuzzi, Carlo Bellucci, Lucio Mercuri, Lamberto Paschina, Col. Eligio Biondo, Cap. Franco D'Angeli, Paolo Di Donato, Cap. V. Ferrari, Cap. Giorgio Martucci, Cap. Giulio Mearilli, Franco Silveri, Ezio Villa, Cap. Luigi Grandicelli, Enzo Natale, Giulio Bussolari, Franco

Director Deputy Deputy Deputy Delegate Delegate Delegate Delegate Delegate Delegate Delegate Delegate Observer Observer Observer

NETHERLANDS

Stalpers, Paul Bakker, Gerardus J. Thuring, Jacobus

Director Deputy Deputy

NORWAY

Aasbo, Bjarne Gravdaal, Arne

Director Deputy

SWEDEN

Hinnerson, Bo Ahlborn, Carl

Director Deputy

SWITZERLAND

Ruthy, Bernhard Monin, Jean-Daniel Roulin, Jose Tanner, Walter

Director Deputy Observer Observer

UNITED KINGDOM

Field, Arnold Mundy, R. W. G. Vass, Leonhard Girling, H. A. (Mrs.) Burch, Gordon Mc Cluskey, Edward Rimmer, William

Director Deputy Delegate Conference Secretariat Observer Observer Observer

YUGOSLAVIA

Stefanovic, Aleksandar

Director

Observers from Associations the Membership of which is pending, or not yet affiliated with IFATCA

ARGENTINA Saavedra, Alfredo Horacio

Association Empleados Circulation Aerea Argentina

Observers from other Organisations or Authorities

Abraham, Goitom

Avramo, Capt. Ugo Boyd, Col. Dalla Rosa, Capt. Mario Dentesano, Renzo Flanagan, Patrick J. Forgeot, Yves Gazder, Capt. K. R.

Chief, Air Traffic and Communication Services, Civil Aviation Department, Imperial Ethiopian Government ANPAC (Italian Pilot's Association) USAFE, Germany IFALPA AN PAC Chief ATCO, Air Traffic Control Services, Department of Transport cind Power, Ireland EUROCONTROL Air India, India

Giacomelli, Ottorino Grassi, Armando Kane, Capt. Russell Koemans, Hubert M. Kyrke-Smith, Charles Mastine, Col. Vittorio Passeri, Luciano Russo, Major Patrick Schubert, Ottokar Toseland, J. Nelson Weldin, Alton M.

Face Standards and EUROCAE AN PAC Irish Airline Pilot's Association IAOPA Chief ATCO, National Air Traffic Control Services, Ministry of Aviation, U. K. Italian Air Force, Met. Service ALITALIA USAFE, Germany Bundesamt fUr Zivilluftfahrt, Austria National Air Traffic Control Services ' Headquarters, U. K. Federal Aviation Agency, Office of the Assistant Administrator for Europe, Africa, and the Middle East

Observers from the Corporation Members of IFATCA

Adams, John Dr. Benini, Vincenzo Browne, Alec Costa, Alberto Crewe, Frederick John De Angelis, Carlo Eberhardt, Robert Franchetti, Marcello Garino, Alessand1路0 Garino, Giorgio Garzotto, Nicola Groves, W. E. J. Harrison, R. N. Hennig, Wolfgang Iannone, Filippo Kadish, Jules Kuhn, Helmut Lancia, Enzio Maria Martucci, Camillo Pellegrini, Camillo Reaveley, Peter Rossi, Enrico Sachetti, Bruno Schulz, Heinz Skaraeus, Sven Thomas, Walker Venditti, Aurelio Vickers, Tirey K.

The Decca Navigator Co mpany, Ltd ., U.K .

Selenia S.p.A., Italy The Marconi Company, Ltd., u. K. Philips S.p.A., Italy Elliott Brothers (London) Ltd., U. K. Philips S.p.A., Italy IBM France Selenia S.p.A., Italy Selenia S.p.A., Italy IBM Italy IBM Italy The Decca Navigator Company, Ltd., U. K. Solartron Electronic Group, Ltd., U. K 路 Telefunken AG, Germany Selenia S.p.A., Italy Selenia S.p.A., Italy Telefunken AG, Germany Philips S.p.A., Italy IBM Italy Selenia S.p.A., Italy The Decca Navigator Company, Ltd., U. K. Selenia S.p.A., Italy Selenia S.p.A., Italy Telefunken AG, Germany Standard Radio & Telefon AB, Sweden IBM ~orld Trade Europe Corporation Selenia S.p.A., Italy Air Traffic Control . an d . Association of A merrca The Decca Navigator Company, Inc., U.S.A.

Observers from Industry and Press

Bignozzi, Giorgio Cultrera, Giuseppe D'Alessio, Valentino Da Ross Fortunato, Felice Kum me I Marini, Primo Meroi, Aldo Morris, Clive John Prinz, Harry Reyer, Harald Solari, Fermo Smallman, John Richard Tempresta, Adalberto

46

"Aviazione di Linea" Press, Italy Press ANSA, Italy Solari & Co., Italy Solari & Co., Italy Solari & Co., Italy ELEKLUFT, Germany Breda Precision S.p.A., Italy Solari & Co., Italy Ferranti, Ltd., U. K. ELEKLUFT, Germany Press, Austria Solari & Co., Italy Plessey Radar, Ltd., U. K "II Diritto Aereo" Press, Italy

SATCO

$

AUTOMATIC AIR TRAFFIC CONTROL SYSTEM

..

...

111 rD

en

conflict r esolution

coordination

prediction

conflict search

radar, weapon control, data handling, air traffic control systems

N.V. HOLLANDSE SIGNAALAPPARATEN HENGELO THE NETHERLANDS 47

Appendix A. l

Appendices to the Conference Report Report of the Treasurer The audited Income and Expenditure Accounts and Balance Sheet which show the financial position of the Federation as at the 3lst December 1965 have been published as Conference Paper no. 66.A.3.

The membership for 1965 was 22 Member Associations with 2.992 individual members and 15 Corporation Members.

Nearly all items on the expenditure side of the accounts show a considerable increase compared with the previous year, but although the income was 382 pounds higher, the final excess of income over expenditure was only 173 pounds compared with 552 pounds in 1964. Th is shows that in 1965 we were not far from the point where income and expenditure balanced. With regard to the consequence of this I will refer to my comments on the draft budget 1966 (Conference paper 66.A.4.).

The expenditures are on the whole in conformity with the Budget and there are only a few of the items, on which I would like to comment.

Our Executive Secretary Mr. G. Monk was until the end of September employed on a shared basis with the British Guild. The work load for both the Guild and the Federation had been steadily increasing to a point where it was too much for a part time employment. In full agreement with the British Guild Mr. Monk accepted to continue solely in the office of Executive Secretary of the Federation. Under these conditions Mr. Monk's salary had to be reconsidered, and at the Officers Meeting in September it was agreed, that Mr. Monk should continue to receive the amount of salary he was receiving at that time from both the Guild and the Federation, i. e. 700 pounds per annum. The Officers, who are in the best position to appreciate the work done by Mr. Monk, are convinced that 700 pounds per annum is the minimum salary the Federation in decency can offer with the present work load.

The Federation's share of the Annual Conference expenses was 523 pounds while the estimate in the budget was 400 pounds. It was an excellently organized Conference but also a rather expensive one and the Federation was not prepared to meet the exp~nses in excess of the agreed budget. At the end of the year, however, the financial situation permitted an extra contribution of 50 pounds to be made to the Austrian Association.

It might be appropriate to stress, that with the pr~s.ent income our Conference expenses should not exceed 3-400 pounds and that the organrzrng association must try not to exceed the agreed budget by more than 10 per cent.

While having a common Executive Secretary the British Guild offered us the use of their office equipment, so purchase of typewriter, duplicator and other office equipment first became necessary this year. The money was taken from the reserve fund and will be written off over 8 years.

In accordance with our practice so far, the surplus for 1965 will be transferred to the Reserve Fund, bringing this up to the amount of 1.831 pounds.

Appendix A. 2

Income and Expenditure Account from l st January 1965 to 31 sf December 1965 £

D.Kr. Expenditure

157 166 357

206 578 104 523 42 12 22 2.167

48

Stationery and Printing ... · · · · · · · · · · · · · · · · · · · ..... .

Postage and General Expenses ......................... .

Elective Officer's Expenses · · · · · · · · · · · · · · ............... .

Expenses of Delegates Attending International Conferences: IFALPA Annual Conference · .......................... . 1.692,40 IANC Annual Conference · · · · · · · · · · · · · · · · · · · · · · · · · · · · 25,00 IAOPA Conference .... · · · .. · · · · · · · · .......... .

135,25 ATCA Convention, USA · · · · · · · · · · · · · · · · · · · · · · · · · · · ... 2.133,06 Executive Secretary, Salary and Travel Expenses .........

Standing Committees ....... · · ..........................

Annual Conference ............................... .

Audit Fee (1964) ............ · ..........................

Depreciation, Office Equipment .........................

Representation .................................... .

. . . .

Total Expenditure

D.Kr.

3.025,18 3.198,27 6.888,72

3.985,71 11.172,40 2.014,55 10.096,03 800,00 230,00 431,60 41.842,46

2.167

Total Expenditure

173

Excess of Income over Expenditure . . . . . . . . . . . . . . . . . . . . . . . .

----

41.842,46 3.345,97

--------

2. 340

45.188 ,43

Income

1.449 804 79 8

Subscriptions: Member Associations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corporation Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Interest Received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Profit by Badges and Debtors . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. 340

Total Income

----

27.974,86 15.528,24 1.524,79 160,54

--------

45.188,43

Balance Sheet 31 st December, 1965 D.Kr.

£

D.Kr.

Assets 1.743

(34) (50) 84 3

33.667,21 23,58

Primary Bank Account ................................. .

Secondary Bank Account ............................... .

Debtors: Affiliation Fees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corporation Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ICAO RAC/OPS

Report~

657,10 966,00 1.623,10 57,90

on Stock . . . . . . . . . . . . . . . . . . . . . . . .

1.831

35.371,79

Liabilities

(1.647) (95)

Excess of Income over Expenditure as per 31 st December, 1965 Reserve Fund: As per lst January, 1965 ............ · · · · · · · .... · · ..... 31.808,19 Affiliation Fees 1965 ................ · .. · .. · · .. · ....... 1.835,17

(l .742) (96) (12)

Purchase of Office Equipment ................. ·. 1.847,54 Depreciation 1965 ........................... · . 230,00

173

3.345,97

------33.643,36

----------~

1.617,54

(84) 1.658

32.025,82

1.831

35.371,79

H. Throne, Treasurer

We have audited the above accounts, which are in conformity with the Federation's Cash Book. Regarding the scope etc. of the audit we refer to the report attached.

Copenhagen, February 25th, 1966 Revisions-og Forvaltnings-lnstitutet Aktieselskab Henry W. Hoyer State-Authorized Public Accountant (Denmark)

Mogens Lund State-Authorized Public Accountant (Denmark)

We have now concluded the audit of the Federation's record and its Annual Accounts for 1965. The Annual Accounts show a balance in the Reserve Fund of D.l<r. 33.643,36 as of December 31, 1965, and a Surplus for 1965 of D.l<r. 3.345,97.

The audit was made to the same extent as last year.

Affiliation Fees and Subscriptions for 1965 may be specified as follows: Members Austria Belgium Canada Denmark ............................... .

Finland ................................. .

France ................................. .

Germany ............................... .

Greece ................................. .

Iceland ................................. .

Ireland ................................. .

Israel ................................... .

Italy ................................... .

Luxembourg ............................. .

The Netherlands ......................... .

Norway ................................. .

Sweden ................................. .

Switzerland ............................. .

United Kingdom ......................... .

Uruguay ............................... .

New members: New Zealand ........................... . ( 3/4 Annual Subscriptions 1965) Yugoslavia ............................. .

(3/4 Annual Subscriptions 1965) Venezuela ............................. .

(3/4 Annual Subscriptions 1965)

Subscriptions (0-10-00/member)

58 85 494 76 85 120 393 62 50 64 16 50 7 73 189 110 138 522 20

29-00-00 42-10-00 247-00-00 38-00-00 42-10-00 60-00-00 196-10-00 31 -00-00 25-00-00 32-00-00 8-00-00 25-00-00 3-10-00 36-10-00 94-10-00 55-00-00 69-00-00 261 -00-00 10-00-00

120

30-00-00

45-00-00

80

20-00-00

30-00-00

180

45-00-00*

67-10-00

2.992 *

Affiliation Fees (0-05-00/member)

95-00-00

l .448 - l 0 - 00

of which £ 30-00-00 were outstanding as of December 31, 1965 and£ 4-00-00 from 1964 concerning Italy.

Subscriptions from Corporation Members amount to ............... .

804-00-00

The balance of the Primary Bank Account has been checked with the extract of account from the bank and was also reconciled with the bank by telephone on February 21 st, 1966. The balance of the Secondary Bank Account has been checked with statement of account as of December 31, 1965.

Copenhagen, February 25th, 1966 Revisions-og Forvaltnings-lnstitutet Aktieselskab Henry W. Hoyer State-Authorized Public Accountant (Denmark)

Appendix A. 3

Mogens Lund State-Authorized Public Accountant (Denmark)

Draft Budget 1966 (As amended by Conference) f

£

Income

Member Associations (3.200 individual members) ..................... .

Corporation Members (14) ........................................... .

Interest Received ................................................... .

50

1.600 750 70

Expenditure Stationery and Printing ............................................. .

Postage and General Expenses ..................................... .

Elective Officers Expenses ........................................... .

Expenses of Delegates attending International Conferences ........... .

Executive Secretary, Salary and Travel ............................... .

Standing Committees ............................................... .

Annual Conference ................................................. .

Audit Fee (1965) ................................................... .

Depreciation, Office Equipment ..................................... .

165 190 400 500 950 130 400 45 25 2.805

2.420 385

2.805

2.805

Expected excess of Expenditure over Income

Comments

The Budget for 1966 is based upon a membership of 3.200 individual members paying 1 O shillings each and our present 14 Corporation Members. Together with the item "Interest Received" the total income can be estimated to be 2.420 pounds.

The items: "Stationery and Printing", "Postage and General Expenses" and "Elective Officers Expenses" have all been raised about 30 to 40 pounds compared with last year's budget.

The Executive Secretary's expenses are based upon a salary of 700 pounds per annum and 150 pounds for travel*. As mentioned in the Treasurer's report (66.A.2.) the 700 pounds per annum is a doubling of the previous IFATCA share of the common Executive Secretary's salary, but assumed to be the minimum salary the Federation can offer our Executive Secretary.

The total expenditure is then 2.605* pounds and gives an expected excess of expenditure over income of 185 pounds. This is the first time we have budgeted with a deficit and as it is a quite normal budget without excessive expenses, the future financial situation must be considered.

A number of our expenditures have found a quite stable level, and if they increase they will probably be covered by an increased membership. Other expenditures will depend directly on the activities of the Federation and one of these "Delegates Attending International Conferences" will probably vary to a great extent and therefore be difficult to budget for. The solution will probably be to budget with a reasonable sum, and if this is exceeded cover the deficit from the Reserve Fund.

The Executive Secretary's salary must be raised gradually with increased work load on the secretariat, and the proposed 700 pounds for 1966 is believed to be the minimum basis for such a raise.

The Elective Officers' expenses have for some years been reasonable low due to the fact, that nearly all Officers have been granted free transportation to our meetings. If new Officers will not have the same privilege, travel expenses for these Officers might become a heavy burden.

If the Draft Budget 1966 is accepted by the Conference in the proposed form, it must be considered whether the expected deficit shall be sought covered by an additional revenue this year or - if it becomes a reality - paid from the Reserve Fund. Considering that the deficit is estimated to be only 185 pounds, I will propose the latter.

However, it is worth now to look a little further ahead and consider the financial situation for 1967. Without drawing up a full budget for 1967 it is obvious that the total expenditures will not be less than in 1966, and that the present income will be too small. If the salary of the Executive Secretary shall be raised to 1.000 pounds in 1967 and the other expenses will be of the same amount as in 1966, we must have a total income of 2.900 pounds. Other income can be estimated to about 800 pounds so 2.100 pounds must be the revenue from the Member Associations i. e. 13 shillings per individual member.

If the Conference consider it acceptable not to raise the annual subscription for 1966 it is proposed to consider a raise of the subscription for 1967. This would have the following advantages: 1. It will be possible for the Treasurer to collect the full subscription for 1967 right from the beginning of the year, and 2. the Member Associations will be prepared for this extra expense well in advance.

Conclusion Although the Budget for 1966 shows, that a deficit is possible, it is found appropriate not to raise the annual subscription for 1966. â&#x20AC;˘

These figures have been revi:.ed by Conference.

51

It is proposed already now to consider a raise of the Annual Subscription for the year 1967.

Appendix A. 4

Report of the Chairman of Standing Committee Ill At the Vienna Conference 1965 the President presented a paper on the subject: Review of the financial position with regard to ensuring the operation of a permanent secreiariat, and the Conference resolved that Standing Committee Ill should investigate the financial implications of establishing a permanent IFATCA Secretariat with a full-time Executive Secretary.

In his proposal the President estimated that the expenses for employing one qualified, full-time Executive Secretary would be about 3.000 pounds including travel expenses and that the other expenses could be estimated to be about 2.000 pounds. The Committee agreed on the first figure, but found that 2.000 pounds might be to low an estimate for other expenses, when the Federation has reached such a level of activity, that a full-time Executive Secretary can be justified. However, many uncertain fac~ors make it acceptable to calculate with the proposed budget of 5.000 pounds, or twice our present budget.

Until now one third of our income has been from Corporation Members and two from Member Associations.

It seems, as the possibility to attract new Corporation Members is rather small and the Committee has declined to expect that here will be such an increase in the number, that it will have any significant influence on the required raise of the income.

The number of individual members will probably increase steadily, but it must be expected, that the raise in number of individual members will be far from enough to cover such an increase of the expenses. However, a drastic change in the situation would arise when ATCA (U.S.A.) applied for membership.

The Committee did not see any other means of doubling the income than to raise the income from the Member Associations, i. e. raise the Annual Subscription in pace with the requirements. When this shall take place is solely up to the D:rectors to decide on, and the Committee must restrict itself to supply the following calculations on how an annual income of approximately 5.000 pounds can be reached.

The Committee estimated that the annual income from Corporation Members in the coming years will be SOO pounds. To reach the 5.000 pounds mark, the revenue from the Member Associations should therefore be 4.200 pounds or - with for example 3.500 members - 24 shilling per member.

The Committee had serious doubts whether such a subscription per member would be acceptable to the membership and is also anxious about the effect it would have on the affiliation of new and maybe newly founded - associations. However, if we look ahead to the day when the U.S. ATCA with its good 4.000 members is able to join IFATCA the whole picture will change. If we estimate, that the membership at that time has reached for example 4.000 and ATCA becomes affiliated with good 4.000 members, the income could be as follows: Corporation Members and other income 4.000 members per 10 shillings ATCA to pay 990/o of f 2.000 Total

£

800 2.000 1.980

£ 4.780

rhis total is no~ far from the £ 5.000 we are aiming for and this is obtained 0 n the basis of our present ~nnual subscription of 10 shillings per i n d iv id u 0 I member. Unti_I t~e ful~lment of the above mentioned conditions an interim raise of the present subscription will _be needed. How high this raise should be will depend on ihe requirements and b~ sub1ect to the agreement of the Directors.

However, the Committee believes, that a raise. of the annual per capita subscription to more than 15 shillings might have an adverse influence on the present and future membership of the Federation.

Appendix A 5

Report of the Editor 1965 has been a successful year for THE CON:rROLLER. Although there is still room for improvement, further progress has been made rn _the realization of our goal, to increase the volume of the Journa I, to offer a greater variety of topics and, last but not least t make ends meet financially or, in other words, to reach a situation where all expe~se~ related to the pub I ication of the I FAT CA Journal can be met by the income from advertisements and subscriptions. This latter aim has almost been achieved in 1965 and wil I be treated in greater detail under Agenda Item A.2.1.

As regards the contents of the Journal, the emphasis has been on new developments in

52

air traffic control, the application by the air traffic controller of new experiences in the realm of Meteorology, and questions concerning human engineering.

Attempts have also been made to publish more information on IFATCA Member Associations and on interesting developments in the national administrations of the Member Countries. Such reports, however, require the active cooperation of the individual associations which, unfortunately, is still very limited.

One item that deserves particular mention is the publication of the Annual Conference Report in the IFATCA Journal. The Report of the IFATCA Annual Conference is important reference material; it is, indeed, supposed to be a true record of all Conference proceedings.

This does not necessarily make it fascinating to read, hence the proposal from one IFATCA Member to publish the Report separately from THE CONTROLLER. In view of the importance of the document, however, and also for reasons of economy, the Officers of the Federation consider it reasonable to continue the present practice.

In this context it may be appropriate to remind the Chairmen and Secretaries of Conference Sub-Committees to prepare Sub-Committee reports in a way which will facilitate their incorporation in the final Conference Report.

It would seem that the Federation's Annual Conferences merit to be properly announced in the journal, sufficiently in advance of the event. We therefore have attempted to publish some information on the host association organizing the Conference, useful local information, and, if possible, addresses to the Conference by municipal and State authorities.

Such material should be sent to the Editor early enough to ensure its publication in the April issues.

In order to find out the readers' opinion of THE CONTROLLER, a questionnaire has been devised and is attached to the Report on the activities of Standing Committee 11 (Agenda Item A.2.1 ).

Your cooperation in completing these forms will undoubtedly help to further improve on presentation and contents of the Journal.

Personally, I think the items listed below deserve attention, and unless the evaluation of the questionnaire proves that I am completely wrong, they will be on the work programme for 1966/67: a) new cover page, b) more, but shorter articles per issue, c) more photos and diagrams, d) more information on IFATCA, e) re-establishment of the "Controllers's Gossip" column, f) re-establishment of the survey on modern equipment and systems for ATC and air

.

navigation, g) book review, h) quotation of interesting information published in other aviation magazines, i) new ATS facilities in the IFATCA Member States.

Finally, I would like to express my thanks and appreciation to all those who have assisted me, in particular the members of Standing Committee II, Vice President Maurice Cerf, Hon. Secretary Ernest Mahieu, my colleagues in Brussels, and my wife, who not only does all the typing for THE CONTROLLER, but also takes care of most of the routine correspondence.

Last but not least, our good friend Tirey Vickers, also in his new position as Director of the U.S. Decca Air Traffic Advisory Unit, provided many valuable contributions to the Journal.

Report of the Executive Secretary Co-operation between Member Associations and Secretariat

Appendix A 6

I am pleased to be able to report that there has been an increase in the amount of information exchanged between Members and myself. I have sometimes been astounded at the amount of work done, and I hope I am not being invidous if I mention the names of Dick Campbell of Canada, Herbert Brandstetter of Austria, and Dick Mundy of the United Kingdom. However, there is still considerable scope for an extension of interchange of news and I shall be very pleased to hear more often from Associations about their activities.

Regional Organisations It will be remembered that the Vienna Conference appointed Regional Liaison Officers in Austria, Canada, New Zealand and Uruguay, preparatory to the formation at a future date of a regional organisation. All these Associations have been active, Austria in the

53

Eastern European area, including Russia, and as far as Iran and Turkey; Canada have maintained their close ties with the U.S.A. and are anxious to extend to the Caribean; Uruguay has close ties with its South American neighbours. New Zealand perhaps is far flung enough by itself. Venezuela has actively assisted and at some considerable expense, in the formation of a Caribbean Federation. I have not been able, at the moment, to obtain details of this organisation.

It appears, however, that their efforts are seriously hampered by difficulties of transport.

Transportation

Just before the Annual Meeting of IATA in Vienna, I asked Associations if they would contact their national airlines to ensure that they were aware of our transport problems, should the subject be discussed at the Meeting. Most Associations did so, but it seems that although there is a certain amount of sympathy, there is also considerable opposition from one or two countries. There appears to be considerable reluctance to re-open the subject, which is covered by IATA Resolution 200, partly because it is a somewhat involved subject and portly because it is thought that any relaxing in favour of IFATCA would open the floodgates to requests for similar facilities from other organisations. The plea that IFATCA is in a rather special category in that its aims are directed to improving the expedition of air traffic and the safety or aircraft, seems to make very little impression, even though these are of the greatest importance to the airlines.

Membership

I have endeavoured to maintain contact with Controller Associations which are not members of the Federation, but although several have announced their intention to apply for affiliation, I regret I have no definite application to report.

Regarding Corporation Members, it is pleasant to be able to report that the famous company N.V. Philips Telecommunicatie lndustrie, of Holland, joined us during the year.

Associations were asked last year to endeavour to obtain Corporation Members for the Federation from among their industrial companies, as it was thought this might be more productive than an approach from the Secretariat. This does not appear to have been successful.

Communication

I regret if some of my correspondence has taken a long time to reach members. I have tried to use discretion as to whether air mail or a cheaper form of mail should be used.

Postage is a considerable item of expense.

I would have liked on a number of occasions to be able to collect the views of members at short notice, but this has not been possible. I have to thank the President for his willingness to accept responsibility and to give a quick decision.

In item A.8.1. of the agenda I have collated various suggestions for improving communication between Associations themselves and also with the Elective Officers.

Insurance against loss-of licence

The Swiss Association has been trying to collect information. Canada, Iceland, and the United Kingdom have schemes in operation, and it may be worth considering whether 0 scheme sponsored by the Federation should be investigated as to its practicability.

Secretariat

The future of the Secretariat requires consideration. There have been suggestions on making use of a Secretarial Agency or instituting a joint secretariat with IANC. I'm doubtful if either of these is the right answer.

IFALPA are keen, I think, that IFATCA and IANC should be located in close proximity to themselves, even in the same building if this should prove possible. I do not think they would wish to operate jointly with IFATCA. This problem may not be an immediate one but thought should be given to it in the near future.

Appendix A. 7

Report of the Chairman of Standing Committee II The past year has been significant in that, for the first time, we have nearly reached a break-even position regarding the financing of the IFATCA journal.

54

In view of the fact that, as it looks now, the CONTROLLER needs not to be subsidized anymore, the German Air Traffic Controller's Association considered this to be a suitable time for requesting IFATCA to take over full management of the Journal.

The members of Standing Committee II would, of course continue to be available, to assist in the publication of the Journal.

Reviewing the activities of the Standing Committee during 1965, most of the work done was related to the Journal, and not the least effort was devoted to increasing the number of subscriptions and advertisements. The latter task was partly accomplished by correspondence, but personal discussions with potential advertisers (for instance on the occasion of the Paris Air Show) seemed to prove more succesful.

One subject of permanent concern is the distribution list of the Journal. There is a considerable fluctuation of names and addresses, which requires frequent updating. The enclosed table on the category of readers is based on the July 1965 figures.

It would be appreciated if Member Associations, when notifying any change in the number of subscriptions to the Journal, or a change of address, would send the original notification to our publishing house, Dr. W. Kramer, and one copy to me.

Although there is still a considerable lack of information from some Associations, others are quite actively assisting in the editorial tasks, particularly in providing material for publication, translating articles, and helping with the proof-reading. The attached note on correction marks is intended as an aid for proof-reading.

The Committee has also looked into the costs involved in the preparation of a charter of affiliation for Corporation Members and Member Associations and an IFATCA membership card, as proposed by the Austrian and French Associations. The findings will be reported under Agenda Item A.3.

No further action was taken on the multilingual Glossary of ATS terms, the Standing Committee anticipating guidance from the British Guild, with Mr. McCluskey as project leader, and/or by the Annual Conference.

Recently, old contacts with press, radio, and television were re-established, and it is hoped that this activity will soon show positive results.

As to the future activity of the Committee, there will obviously be an immediate and extensive task in preparing the hand-over from the German Association to IFATCA. Aside of arranging adminstrative details, the following questions will have to be investigated: 1. The legal situation under full IFATCA management; 2. a reassessment of the distribution list, particularly in respect of complimentary copies; 3. subscription rates - shall they be separate or included in the IFATCA membership fee; 4. the possible extension of the scope of the Journal.

The "sales and advertisement compaign" will be continued.

The contacts with press, radio, and television will be intensified.

A new survey on categories of readers and geographical distribution of the Journal will be prepared.

Such other tasks as assigned by the Conference will be attempted to be carried out.

Report of the Secretary of Standing Committee IV

Appendix A. 8

All Member Associations will by now have received copies of the questionnaire on the subject of "Environmental and Human factors in ATC". The questionnaire which we believe is most comprehensive, consists of 51 pages, and has been reviewed lo include the amendments proposed by the Executive Committee of lFATCA. In this latter connecrion, my Committee wish to express their appreciation to the Elective Officers for their valued help and useful criticism of the original questionnaire which was first submitted for approval early in 1965.

The questionnaire is divided into Sections as follows: Section Section Section Section Section Section Section Section Section

A B

c D E F G H I

Structure and Organisation of Air Traffic Services.

Recruitment Training Flying Training ATCS conditions of service ATCS conditions (General) Medical requirements Retirement age and Pension scheme.

Details of aircraft movements, ATCOs employed, working conditions, etc., at: 55

(i) The ATCC responsible for the principal international airport (ii) The Approach/Tower at: (a) The principal international airport (b) The secondary major airport Appendix Status of Air Traffic Control Officer grades vis a vis other professional grades.

The questionnaire has been distributed to 22 Member Associations - at least two copies have been despatched to each Association - and in fact a total of 60 copies in all were distributed. We have had a proposal from the Yugoslav Air Traffic Controllers Association that copies of the questionnaire should be sent to non-IFATCA Associations; it was suggested that in this way much more additional useful data could be obtained. Perhaps this matter can be discussed in Sub-Committee A. The Standing Committee would also like Sub-Committee A to discuss what method should be used to collate the vast amount of information which will be forthcoming. It has already been suggested jocosely of course - that the SATCO computer in Amsterdam might be used! Consideration should also be given to what eventual use the collated information can be put. In this connection, my Committee wish to have guide lines on the preparation of a draft report recommending certain minimum standards of working conditions for Controllers, which report might possibly by brought to the notice of ICAO for adoption on an international basis.

Appendix B. l

Report of the First Vice-President Introduction Aviation magazines inform us of the many conferences, symposiums and exhibitions taking place each month, most of which offering an interest for Air Traffic Controllers. It is unfortunately beyond the financial possibilities of IFATCA to be represented at every one of them, besides, the Elective Officers who have to cope both with their professional duties and their work for the Federation, could not find time to attend all of these events whatever their interest may be. We make a point of representing Air Traffic Controllers at as many of the most important aviation meetings as we can, when needed, of giving their view-point on the subjects under discussion.

International Symposium on Air Traffic Controller Training The French authorities for Civil Aviation sponsored an International Symposium on Air Traffic Controller training organised by the Ecole Nationale de !'Aviation Civile, the French Air Traffic Control school.

The last issue of the Controller includes an account of this meeting and, assuming that it was read 1 I don't see the necessity of imposing on your kind attention with another rendering of this masterpiece. I shall onl~ submi~ a few gen~ral ideas to your consideration.

This being, to my knowledge, the first internat'.onal meeting on that matter, it would be optimistic at this stage, to expect much ~ut of it. .

The symposium showed, while Air Traffic Control .1s based on ICAO recommendations and resolutions, and this should be nearly ~he. same in a.II countries, it is, in many respects, as varied as there are nations with an aviation. The Air Traffic Controller's duties are a good example, they are basically the sa~~ every~her~, still they may encompass a number of functions up to management positions whd.e, in other cases, an Air Traffic Controller's scope is strictly limited to direct control with, a~ top .position, that of supervisor.

In some parts of the world it is believed that controll1~g air. traffic is an end in itself requiring all the potential ability of a man who,.to put !hrngs simply, is considered unable to do anything else. In other regions so.me Air Traffic ~ontrollers can, after years of dired control, very well adjust to planning and managing responsibilities where their experience is valued.

It is a well known fact that the controller in his tower or ACC tends to put more trust in the instructions coming from he man who knows his problems having, at one time experienced them himself, than in those w~ic~, to hi~ .belief, were concocted by an offic~ worker who never had the time or the curiosity to v1s1t a control tower.

The symposium did not, and could not, make clear whether the selection by aptitude tests limited to the special activity of the c~ntroll~r, were better than an academical examination which, not warranting any special aptitude for control, offers good chances that the candidate is able to adjust to any sort of work corresponding to the level of the examination.

No decision could be taken. ~n any point, ~owever, pr~blems .were exposed, concepts were confronted. Some participants came with the genuine belief that they owned the best system in the world, they were unselfishly ready to impart some of their wisdom to

56

less fortunate controls and where considerably surprised to discover that it would be just as well if they took an interest in what the others did.

All civil aviation authorities strive for a safe flow of air traffic, however, ways to achieve this end are many. One important merit of the symposium should be to demonstrate that there is certainly a difference of efficiency between them, the best one remains to be selected and eventually tailored to flt the particular needs of each country.

It would be a pity that the impulse given by the French authorities for civil aviation was not followed up as the symposium definitely proved that much remains to be done to improve and standardize the training of controllers and, subsequently, Air Traffic Control itself.

General Assembly of EUROCAE The President of IFATCA asked me to attend the General Assembly of the European Organization for Civil Aviation Electronics held in Paris on October 22, 1965. I was prevented from doing so but am in a position to give you a short account of this meeting.

EUROCAE is an association whose aims are to advance the application of electronics to civil aviation, to study in Europe at an international level, technical problems facing users and manufacturers of electronic equipment for civil aviation. The members of EUROCAE are mainly European, or European branches of electronic companies. Users of electronic systems, such as pilots, are encouraged to join; the International Council of Aircraft Owners and Pilots Association for instance, is a member.

In his report, President Philippe Lizon emphasized the good relationship existing between EUROCAE and the large international organizations and also the fruitful cooperation with government agencies.

It is interesting to know that EUROCAE may play in Europe the part played by the Radio Technical Commission for Aeronautics in the United States, that is to supply specialists to draft the detailed specifications relative of a given equipment. RTCA drafts the texts and publishes them in the form of a minimum performance standards with no legal status but as proposals to FAA which, subsequently, ratifies them by publishing them in the form of minimum performance requirements, usually called "Technical Standard Orders".

The EUROCAE has undertaken to set specifications for airborne ILS receivers and radio altimeters both of which play an important part in "all weather landing".

It will escape no one that EUROCAE has chosen to take an important part in the rational development of electronic equipment and, as users of this equipment, we have to follow the work done and, if necessary, make EUROCAE aware of our own requirements for the tools we use or are going to use.

Air Traffic Control Association's Tenth Annual Meeting IFATCA was, once again, present at the ATCA meeting held this year in Los Angeles last October. This time the Federation was visiting one of its Corporate Members. The official delegates, Henning Throne and myself, were joined by representatives of several Member Associations.

IFATCA's membership is steadily growing and this is a ~actor of satisfaction for us, however, we feel that our Federation will not be complete without the active participation of the Air Traffic Control Association, such a participation req.uiring a full membership.

Henning Throne and I were sent to Los Angeles to explore with ATCA the possibility and terms of a full membership. From the outset it was apparent that such a possibilily was remote as ATCA has, for the moment, no extra money to spend, having to restore a rather troubled financial situation. Financial difficulty is the ever present danger that threatens all organisations, the bigger they are the more serious the threat is. No important association, no matter how carefully its finances are arranged, can boast to be immune from such trouble.

After having a detailed account of the situation it seemed somewhat untimely to come with a costly proposal. Of course the idea of ATCA joining IFATCA is not a new one, the possibility has been discussed for years. The first time we met with ATCA in 1960 our proposal was lukewarmly received. IFATCA at the ti~e. w~s in its early life. Then, as years passed, and as IFATCA was in the process of acqurrrng rts present status, the interest grew, the trouble being that this interest grew in inverse ratio to the financial possibilities of ATCA. President Joel Bostian offered me the possibility of addressing the business meeting attended by the council and the delegates, this was an opportunity to inform them of IFATCA's aims and achievements which they don't seem to be very well aware of. Later on Henning Throne and I had an interesting session with the Council. We found the

57

Councilors very receptive to our conceptions. This was indeed an academic discussion as we all knew that no decision could be taken.

It is to be hoped that we can witness a serious improvement allowing our American friends to take the place which is theirs in the Federation.

International Air Navigators Council's XVlth Annual Convention Air Navigators met in Paris in March for their annual convention. The main problem IANC has to face is the decision taken by several airlines to operate without the service of Air Navigators even for longhaul flights. IANC is of the opinion that the highest degree of safety and accuracy in an aircraft cannot be attained when the crew does not include a specialist whose sole function is to attend to the navigation.

This lack of accuracy has lead IANC to protest the implemention of the reduction of lateral separation from 120 to 90 NMS in the principal area of the North Atlantic decided by ICAO. A telegram followed by a letter expressing this protest are sent to Mr. Binaghi, President of ICAO. The difficulty of employment experienced by Air Navigators may, in a future difficult to forecast, affect pilots and controllers. Air Navigators have our full sympathy and understanding. It is our hope that IANC succeeds in finding a favourable solution to this problem.

IANC and IFATCA have been informed by IFALPA of the vacancy of an office in London which the two organizations could share. IFATCA's secretariat is at the present time part of th8 home of our Executive Secretary Geoffrey Monk with all the inconvenience that such an arrangement constitutes for his family. Unfortunately, the rent asked for these premises was too high for IANC and IFATCA. The idea of a joint secretariat will be followed up.

Austrian Air Traffic Controllers' Meeting It is not part of the Elective Officer's duties to attend the annual meetings of Member Associations and, even considering the expense and time incurred, this is too bad as it would offer the membership an opportunity of meeting personally those who were elected to lead the Federation and thus decide whether their Directors who voted, had made an adequate choice: I had the pleasure of being present at the annual meeting of the Austrian Air Traffic Controllers' Association in Vienna. I was very interested by the reports of the work done by this active association under the leadership of Herbert Brandstetter. As associations are too modest to inform our Editor of their activity and achievements which would interest all of us, an occasional visit to an association at the time of its annual convention would certainly prove useful.

Conclusion IFATCA has been present at a limited number of the events offering an interest for the profession. The difficulty of transport is the main hindrance preventing us from attending all the meetings where controllers should be represented and where our cooperation could be useful. Let us hope that, in a not too distant future, a solution will be found to alleviate this difficulty and to spare us from having to beg for free flights, a way we reluctantly have to resort to in case of emergency.

Appendix B. 2

Report of the 2nd Vice-President This year the Standing Committees have again been actively engaged in the different tasks alloted to them. They have produced a considerable amount of work and have adhered strictly to their working programmes. The papers to be_ presented at this Conference were sent in due time and at the right schedule. The Chairman of the Standing Committees are again to be congratulated fo~ their perfect org~nisation and the members of their Committees likewise for their readiness of coll_a~~ration. All are to be thanked expressively on this occasion; they carry the resp~nsibilit~ for th~ conti_nuity of IFATCA as an authority of growing activity in the field of international Air Traffic Control.

Standing Committee 1 "Technical and Professional Matters" This Standing Committee under the excel!ent chairmanship of Mr. A. Field is since last year concentrating on those problems discussed at those !CAO meetings immediately related to ATC and often offering ground for controversy. Several papers are presented this year reflecting the views of IFATCA on the problems at issue.

58

At the same time the Committee has continued its study, started earlier, on subjects having great significance concerning the responsibility of the profession, and to aviation in general; to state only two: "Terrain Clearance" and "SST and the ATC System". On these and other subjects a progress report has been prepared.

Throughout the year I received progress reports and copies of the minutes of the meetings this Committee held. I wish to report the working enthusiasm and punctuality shown by its members.

Standing Committee II "Publications and Public Relations" Walter Endlich continues issuing our Journal presenting with each edition a series of high standard professional and technical articles. This is another "tour de force" considering the very limited editorial staff. Here I must note the lack of co-operation from Member Associations. I am confident that the problem of financing the edition of the Journal by IFATCA that we are faced with this year will turn out to be not a very big one.

I can hardly comment on the activity of Standing Committee 111 "Finance" resting in the able hands of our Treasurer Mr. Henning Thrane. The financial situation will, no doubt, be discussed at some length in Sub-Committee A.

Standing Committee IV "Human and Environmental Factors in ATC" has this year completed and re-edited their questionnaire. The final form is a very comfortable and comprehensive list and is the result of a formidable effort. It will require an equally formidable effort from the Member Associations to answer the questionnaire correctly. This, however, is very essential lest we should miss the objective of the undertaking. The answer to the questionnaire should be entered in the not too distant future in order to receive an up-to-date situation. I would like to suggest that replying to the questionnaire receive first priority in the Member Associations. How the information will have to be processed will be discussed in Sub-Committee A at this Conference. Mr. D. Eglington, Chairman, Mr. M. McCabe, his deputy and the Committee are to be complimented for the work they did and the timely issuance of the document.

IFALPA Symposium, Rotterdam During the last year I had the honour to present IFATCA at the IFALPA Symposium in Rotterdam in October 13-15. During three and a half days over 25 papers were presented on two subjects: Head up Displays and Long Range Navigation Aids.

The many devices developed in Head up Displays in a relatively short time by various electronics firms are representative for the interest shown by the pilots for this new equipment. Head up Displays is a presentation combining flight data such as aircraft heading, height, pitch and roll of the aircraft, vertical and horizontal displacement to the glide path slope, etc., projected on a transparent screen at the pilot's eyelevel or even directly onto the windscreen of a landing aircraft. It is of a great help when landing in poor weather conditions and the transition from full instrument flight to visual landing just before the touchdown is reduced down to a minimum Head up Displays contribute effectively to flight safety in the last stage of the approach.

The second subject, a largely controversial one, was closely connected with the following ICAO Fourth Navigation Conference. The needs for a reliable precise and easily operated long range navigation system was stressed again. Reaction from the pilots show their scepticism toward any one system operating single as to cover the operational requirements set by the pilots. The lack of complete satisfaction is probably one of the reasons underlying the pilots' present objection to decrease the separation standards over the North Atlantic.

On 8-10 December I represented IFATCA, together with Mr. Mundy of Standing Committee I at the IFALPA Study Group Meeting in Brussels where the international pilots discussed the brief for their delegates at the 5th EUM Regional Air Navigation Meeting held in Geneva in February.

A separate report giving a summary of the discussions in Brussels was circulated to the Member Associations.

I only want to stress the carefulness shown by the IFALPA Study Group in the examining of all agenda items. I wish here to pay a high tribute for their splendid team work and organisation.

Conclusion We may consider this years activity within IFATCA satisfactory. The Elective Officers, the Standing Committees with their Chairman and Members have endeavoured to examine S9

and study a great number of questions of actuality in Air Traffic Control. However, there is a constant want of co-operation from the majority of the Member Associations in the current activity of the Federation throughout the year. There should be more collaboration to our Journal in the form of information from Associations and by sending articles for publication, and to the Standing Committees by effective assistance. In turn the Standing Committees should also invite other Associations to participate actively in their working programme. An example of this was the joint effort of the French Association and Standing Committee I in the study of the influence of SST an ATC last year. Too many Associations tend to consider the Federation as a club of Officers and Standing Committees and expect everything without much effort of their part. This is a negative approach to IFATCA. Only a current exchange of information and active assistance of all Member Associations will allow the Federation to fully reach its purpose.

Appendix B. 3

Report of the Chairman of Standing Committee I Meetings The Standing Committe have met in full session at frequent intervals throughout the year.

Minutes of these meetings have been circulated to the Elective Officers.

In between meetings the work programme has been progressed through three subcommittees.

RAC/OPS items.

Items from the 1965 Conference other than RAC/OPS. Liaison with pilot associations and National authorities.

Work Programme Resolution B.11

of the 1965 Conference detailed the Work-Programme for Standing

Committee I as follows: Progress of the 1963 RAC/OPS Report.

Preparation of a brief for the Automation Panel.

Preparation of a brief for the EUMED/RAN meeting.

Essential follow-up action on the papers submitted to the 1965 Conference.

Action by Standing Committee I on this Work programme has been as follows:

1963 RAC/OPS Report The following papers have been prepared for submission to Conference.

Separation Minima.

Cruising Level Systems.

Radio Communication Failure Procedures.

Criteria for VFR Flights and VMC Clearances for l.F.R. Flights.

Automation Panel The relevant papers concerned with the r:ieeting of the Automation Panel were studied and it was the opinion of Standing Committee I that IFATCA were in general agreement with the proposals. After confirming with the President ICAO were so advised.

EUMED/RAN Meeting ..

Standing Committee I were not _in_ a po~ition to prepare a detailed brief for submission to ICAO but following l1mson with IFALPA we were invited to attend their pre-briefing meeting held in Br~ssels in e?rly December.

Mr. Mundy, a member of Standing Committee I and Mr. Sadet, 2nd Vice President, attended this IFALPA meeting. A report of these proceedings will be available to Conference.

follow-up action on papers submitted to the 1965 Conference Follow-up action has been taken on the following items: Terrain Clearance.

Parallel runways.

Air/Ground data links.

SST and the ATC system.

A progress report on these items will be submitted to Conference.

Action by other Member Associations Contact has been maintained with the following Member Associations in regard to items allotted to them by the 1965 Conference and progress reports will be available.

60

Civil/Military Cooperation - German Association.

Area Navigation Aids - Canadian Association.

Closed Circuit Television - Belgien Association.

Conclusion

During the past year Standing Committee I has had discussions with Pilot Associations on a number of items, in particular follow-up action on papers submitted to the 1965 Conference. I am indebted to the advice and cooperation we have received from Captain Jackson of IFALPA and Mr. Koemans of IAOPA. Finally I should like to record my appreciation of the work done by the members of Standing Committee I in preparing material for submission to this Conference and to those Member Associations listed above for their support in continuing studies of the items listed.

North Atlantic Lateral Separation The International Civil Aviation Organization has been notified by Canada, the United Kingdom and the United States that their air traffic conrol authorities have jointly agreed, with effect from 12 June, to increase the minimum lateral separation of jet aircraft flying across the North Atlantic to 120 nautical miles.

The ICAO procedures applicable in the main areas of the North Atlantic Region establish 90 nautical miles as the minimum lateral separation. Since 7 February it has been the joint practice of the administrations responsible for the Gander, Prestwick and New York oceanic control areas to provide the 90 nautical mile minimum separation at flight levels above 29,000 feet and 120 nautical miles for traffic preferring to remain below that level rather than accept 90 nautical miles above. This double system, the three states report to ICAO, has placed such a workload on controllers at these centres that the smooth working of the air traffic control system could be adversely affected; therefore, in order to reduce workload and complexities and to restore uniformity to the air traffic control system for the peak traffic period in 1966, Canada, the United Kingdom and the United States have agreed that the 120 nautical mile separation should be applied to all flight levels. In reaching this decision, the three authorities have emphasized that they regard it only as an interim step, and that they "in no way regard the 90 mile minimum standard as being unsafe, nor is there any criticism of the action of those states which supported the decision of the 1965 ICAO Special North Atlantic Meeting to introduce this standard".

ICAO

EUROCONTROL orders HARCO Equipment for In-flight Troals Within the tasks assigned to Eurocontrol to introduce measures and install facilities for ensuring the safety of European air navigation, the Director General of Eurocontrol has signed in early July with the Decca Navigator Company of England a contract worth about 7.5 million B. F. for the supply of two pre-production airborne equipments for inflight trials of the HARCO (hyperbolic area coverage) air navigation system.

These trials, part of the Eurocontrol evaluation programme regarding the future use of area coverage air navigation systems, are being carried out by the Eurocontrol Experimental Centre, Bretigny-sur-Orge, France, in close collaboration with the "Centre d'Essais en Vol" (France) and the Aeroplane and Armament Experimental Establishment (United Kingdom).

-0 61

SIF/SSR Systems and the Customer

by R. Shipley (Cossor Electronics) & F. J. Crewe (Elliott Automation)

Transmitter Site Equipment

Trends in Ordering Equipment

A previous paper* explained some of the factors which influence the choice of a ground SSR System. It was shown that for operational, technica l, siting or financial reasons a variety of SSR System configurations could be chosen and yet meet the ICAO recommendations laid down in Annex 10.

In theory, any interrogator system can be coupled to any v ideo processing equipment. Provided that both ports meet ICAO recommendations, the interface problems a re relative ly small. However, it is normally only o large authority wh ich can afford the manpower to carry out its own system integration. Because of this, on increasing number of purchasers ore demanding a complete SSR ground system and to meet this requirement manufacturers of SSR must now either produce the entire equipment themselves or form a consortium with another firm.

For example, Cessor Electronics and Elliott, wel l established in interrogator and video processing systems respect ive ly, hove worked toget her for some time.

The choice of valve or transistor techniques for the interrogotor/responsor represents yet a further headache for the in tending purchaser of on SSR ground system.

Amongst engineers, opinion seems fairly evenly divided; the pro-transistor school proclaim the virtue of greater reliability, resulting in lower maintenance costs, whilst supporters of valved equipment claim that modern high performance valves give a very high order of re liability as proven in t he fie lds.

It is usua lly found that SSR is required to work in conjunction with a primary radar which hos a lready been in stalled . In many existing primary radars on ly one channel is avai lable in the rotating joint. Where on integral SSR aeria l i s to be co-mounted on the primary array, two channels ore desirable. Howeve r, replacement of the rotating joint con be costly and increases "down time " and the problem is overcome by the use of high speed aeria l switching to achieve sidelobe su ppression.

Variation of Systems As the SSR story unfolds and implementation p lans become reality with the purchase of equipment, it is of interest to note the wide variation in operational requirements between one notional authority and another.

Proposed systems range from single cha nnel to double dual channel equipments; from unsuppressed to 2- and 3pulse interlaced SLS ; from manual to automatic changeover and from " passive only" to " passive/active" readout.

These variations are of course in addition to the "basic " choice of "on " or "off" mounted aerial systems.

Since operationa l experience with modern SSR systems is at p resent quite small, o true cost/effectiveness study is difficult a nd oport from the basic reasons of traffic density and fi nance, various " philosophi es" hove been evolved concerning the form which on SSR ground system should take. â&#x20AC;˘

Published in THE CONTROLLER, Vol. 4, N o . 2, 1965, poge 32.

The SSR 5 G instollotion at Ash (Kent). This is the stondord type of building in which lhe majority of the UK SSR install otians will be housed.

62

The final system variation which comes to mind is in relation to civi l/m ilitary co-ordination. Since the military and civ il systems hove a common mode, SIF/SSR is a convenient way of dealing with both types of t raffic.

The choice is usually simple; if the country concerned uses SIF then the civi l ATC equipment is normally SIF/SSR if not, then the ATC equipment is SSR only. No rea l problem exists in this aspect, since most modern SSR systems can deal with either SIF, SSR or both.

Summary From the foregoing catalogue of "choices" it wil l be abunda nt ly clear that a lmost every SSR system wi ll be unique, since operational requirements are almost certain to vary between one authority and another. A look at the Cossor/Elliott SSR ground system equipment ordered in the last three months will perhaps serve to show at once the differences and similarities between one operat iona l requirement and another: March

April

May

British Ministry of Aviation.

Further 8 Cossor SSR 5 GM. (3 dua l channel, 3 sing le channel) Off-mounted 2/3 pulse SLS Aerials.

A ll civil and military modes.

India.

Single channel Cossor SSR 5 GM. On-mounted 3 pulse SLS Aeria ls with high speed switchi ng.

Dual channel Elliott decoding and readout equipment.

A ll civil .and military modes with 4096 codes in each mode.

Passive and active readout.

Another Far Eastern Country.

Dual channel Cossor SSR 5 GM. On-mounted 3 pu lse SLS Aerials with high speed switching.

Dual cha nn el Elliott decoding and readout eq uipment.

Al l civil and m ilitary modes with 4096 codes

in each mode.

Passive and active readout.

Whatever the trends, whatever the techniques chosen, it will certain ly g ladden the hearts of all control lers to see SSR equipments being ordered and installed, thus permitting a powerfu l new tool to assist in providing a "safe, orderly and exped itious flow of aircraft".

Video Processing Equipment Background The picture on the Video Processing side is similar.

During the past four and a hal f years the Airspace Control Division of Elliott-Automation has carried out extensive surveys of customer requirements related to SIF/ SSR Video Processing.

It is interesting and encouraging to note that a large number of customers ore paying considerable attention to the controllers' requ irements in terms of number and type of facilities, ease of operation, accessibility of controls and clarity of read-out. This is to be applauded; but because of the diversity of these requirements it causes us the designers and manufacturers many difficulties and problems; we must match customers' diverse requirements with rational design and economic systems production if we are to stay in business. To do this we have designed (a nd are producing) our hardware on a modular basis. Coupl ing th is with intell igent system design we have been ab le to provide equipment comprising of standard un its which meet both the ICAO recommendations laid down in Annex 10 and the requirements of the customer.

To look into t his problem further let us examine these requ irements and show just how varied they can be. It is worth bearing in mind that the complexity of any SSR Video Processing System is dependent largely upon the contro ller selection and display facilities demanded.

It is assumed that both active and passive decoding is required.

System Requirements The first requirement to be looked at is whether the system is to be purely military, purely civil or needs to cover both; that is Modes l, 2 & 3/ A , Modes 3/ A, B, C, & D, or Modes l, 2, 3/ A , B, C & D,. Often the requirements demands that Mode C shall be capab le of being added to Mode l, 2 & 3/ A equipment at a later date.

Of course, one must be able to offer Single o r Dual Channel equipment with appropriate switching in order to a llow change-over to take place from channel one to standby. Such switching may form part of a compl ex system auto-test facility or may be less sophisticated and associated only with the units concerned.

The question of defruiting has to be examined; with in Europe the solution invariably calls for defru iting equipment. However, beyond Europe th ere are many a reas

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63

Display

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D isplay fea tures incorporate emergency and communication fai lure w ith alternative methods of displaying height and identity. These range from simp le bar and b loomer pulse presentations related automatically by the system to the basic se lection, or con be modified by the controller with the use of additional push buttons. Some customers require the system to provide unique correlation of height and identity in the passive role, such that unique passive identity provides on otivf路 read-out of height.

The Future So for we hove discussed only the variety of requirements which make up o so-called manual system. What of the automatic or semi-automatic V ideo Processing system? The first consideration in th is context is to ensure that manual systems which ore sold now con be integ rated into a data processing system at a later dote. I t is interesting l o note that we at Elliotts hove hod this in m ind from the outset. A ll o ur Video Processing systems hove been de.signed so that at any time in t he future they con form on integral port of a data processing system.

Typica l single channel passive and active control unit

where defruiters wil l not be required for some years, so the system hos to be capable of permitting such equipment to be added with the minimum of downtime. Th e siting of the defruiters needs to be looked at in relo tion to the method of transmission from the l/R to the operational centre .

Moving to the controller selection facilities, a variety of different needs hove to be met. Quite rightly these ore dictated by the complexity and density of the a ir si tuation, yet at the some time the over-riding requirement is for simplicity and ease of operat ion a t the conso le. The number of selectab le identity channels ranges from l to 10. Generally units currently b ei ng offered provide either one selectable channe l with six or eight pre-set identity push buttons, or three selectable channels w ith six or eight pre-sets, or five se lectable channe ls with six or eight pre-sets, plus the ten selectable channel faci l ity which is mode up from two five selectable channel modules. In each civi l case, passive height bonding is provided.

For the customer who requires on automatic or semioulomolic system from the outset, the Plot and Code extractor and display system is available. Use is mode of the computer, character generator and label pion display in conj~ncti?n with the decode unit and plot extractor. Selection 1s by keyboard entry into the computer.

I~ all ~he variations described, use of either the rolling boll/ 1oysl1ck marker or the light pen/ gun hos to be cate red for.

Conclusion As . one con see, o w ide variety of requirements, oil

w~1ch hove been '.11et from our eq uipment range and 1ntell1gent s~stem design. Throughout , particular attention

?f

hos been pmd to the controllers' requirements; the closest liaison ~as been m~in la'.ned w ith the opera ti ng authorities al oil times, resulting in the production of a rang e of standard modules thus enabling the customer to benefit in the technica l, opera tional and economic sense.

*** "Green Light" for EUROCONTROL International Upper Area Control Centre Maastricht At its XVth Sess ion held on 27. VI. 1966, the Commission of Ministers of the Europea n Organization for the Safety of A ir Novigotion " EUROCONTROL" agreed that the starling dote for the construction al Beek/ Moostrichl (Netherlands) of the first internoliono I Eurocontrol upper airspace control centre for the northern port of the Benelux/ Federal Republic of Germany area, would be September 1966.

64

Th e Committee of Management of the EUROCONTROL Agency hos accepted the Director General's proposal to let the co~troct for .the b~i~ding of this Centre, amounting to approximately five mill ton Aorins, to the Belgian firm SOCOL S. A., following on international coll for tenders in the EUROCONTROL member countries.

-0

Telefunken Radar to be installed at Cracow Airport Telefunken AG w ill supp ly a Precision Approach Rad ar, type PAR-T3, to the Pol ish Civil Aviation Admi nistratio n, for in sta l lation at Cracow Airport.

This w ill be the second Telefunken rada r in Poland, the first A SR/PAR system a lready being in operation at Wa rszawa a irport. u-

Australian Defence System will utilize Plessey and Selenia Telecommunications Equipment

Dr. Werner Guldimann Director of the Swiss Federal Office of the Air On l st July 1966 Dr. Werner Guldimann took up the post as Directo r of the " Eidgenossisches Luftamt", having been se lected from among 18 ca ndidates for this tap pos ition in the Swiss Civ il Aviation Administrat ion.

Dr. G uld imann was borne 191 6 in O lten. He st udied jurisp rudence at the universit ies of Zurich and Basle, w here he took hi s d egree in 1940 w ith a thesis o n the legal prob lems of air warfare.

Since 1943 D r. G uldima nn has been a lawyer in Zu rich.

He became known th rough numerous publ ications on aviati on and aviation law, the most recent o ne " lnternatio na les Luft recht" is a commenta ry o n the Warszaw Convention, as supp lemented a nd amended by the Hague Protoco l and the G uadalajara Conference.

In 1956 Dr. Guld imann beca me a member of the Swiss Federal Aviati o n Commiss io n a nd since 1961 he has been the Chairman of the Federa l Board of Aircraft Accident Investigation. D r. Guldimann is a lso President of the Swiss Association for Aeronautica l Sciences.

In the internationa l field, Dr. Guldimann has been parti cipati ng in the activities of the International Law Association and the International Chamber of Commerce; he has been t he Delegate of Switzerland to the Lega l Committee of ICAO Chairman of the latter's Sub-Com' mittee of the ICAO Legal Committee.

A ÂŁA 7 mi llion o rder has recently been awa rded to an Inte rna tio nal Consortium, headed by Plessey Radar Ltd. of Eng land, by t he Roya l Australia n Ai r Force for the manufacture and installat ion of two air-transportable Air Defence Systems.

The Telecommu nications Division of SELENIA SpA has been choosen to supply the link by which data are conveyed fro m t he mob il e radar sites to the mobile operat io ns sites, a nd vice-versa.

The l ink is effected by a new Selen ia Broad-Band Radar Re lay eq uipment incorporating latest advances in electro nic tech nology. It w ill transmit informa tion and cont ro l signa ls covering a rodio frequency band corresponding to 6000 telephone channels. They include radar v ideo, voice, supervisory and remote control signa ls, as well as ana logue and digital data.

The equipment is fu lly tronsistorized.

-A

New Board of Officers of the Netherland's Guild The Netherland's Gui ld of Air Traffic Controllers has elected its new Board of Officers as follows: J. van Londen J. Thuring G . J. Bakker L. D. Groenewegen van Wijk P. J. Stalpers -

Chairman Secretary Treasurer Member Member

SECAR Equipment for EUROCONTROL

Dr. Guldimann was a lso a pi lot in the Swiss Air Force.

He is now Head of the legal service of the Air and A ir Defence Forces of the Armed Forces Genera l Staff.

Following a tender submitted by the Compagnie Fran s;a ise Thomson-Houston (CFTH), EUROCONTROL has placed an order for SECAR secondary survei llance radar equipment, to be installed in the air traffic control centres Brussels (Belgium), Shannon (Ireland), and Birkenfeld (Federal Republic of Germany) . On behalf of EUROCONTROL, these centres are providing ai r traffic services in the upper airspace.

IFATCA and THE CONTRO LLER congratu late Dr. Guldimann on his new appointment and offer all good wishes for the future.

R

The SSR equipment will be produced and installed by a consortium of the firms CFTH (France), Marcon i (UK), and Siemens (FRG).

T65

What's new at Frankfurt a irport?

The Marconi Distance From Treshold Indicator

by Horst Guddat Vice President GATCA

Background Rodar to-day is in world-wide use for a var iety of applications, amongst which air t ra ffic control is p er haps the most important. Ind ividua l units, however, require different radar displays to meet most effectively the diverse requirements of air traffic.

In general, it is an essentia l feature of ATC radar displays that the traces of aircraft targets which appea r on the tube face should remain fairly brig ht for a t least the duration of a single sca n, and preferab ly for a considerab ly longer time. This afterglow effect shows successive positions of moving aircraft and produces a " toil " on each trace, giving an indication of speed and d irection of all aircraft displayed.

The retention of previous traces is called " p ersistence " and, because of the indication of direction and speed, it is in most coses a desirable feature. Unfortun a tely, however, phosphor coatings which provide long persistence do not produce great light output and they hove a rather short I ive.

This hos long been a bottle neck in the application of radar under high ambient light conditions, for instance in the aerodrome control tower. In th e Marconi D istance From Threshold Indicator (DFTI ), this problem has been overcome by the application of a special direct v iew storage tube (DVST). This tube combines the effect of long persistence with very high brightn ess. Th e information displayed i s clearly visible under all lighting conditions, including bright sunlight. It is, indeed, more than 1.000 times brighter than a convent io nal radar display and at lea st 20 times brighter than systems using scan conversion techniques.

The DFTI presently used at Frankfurt is equipped with a 5" direct view storage tube with long persistence, which can be varied according to the local requirements.

As the persistence of the DVST is not derived from the phosphor, th is tube has a very long life. Test tubes have been in continuous operation a t different airports for 6.500 to 8.500 hours without failure, quite an impressive figure, compared to the approximate ly 1.500 hours service li fe of a normal radar tube.

The System The tube used in the Marconi DFTI is an English Electric type E 702 A , the screen luminance of which being

66

more than 1.000 ft. lamberts under normal cond itions and up to 2.150 ft. lomberts with increased final anode voltage.

The high light output is ach ieved by the use of highefficiency short persistence phosphor which contains a storage element to introduce persistence to t he picture.

This DVST contains both the v iewing su rface and the information storage element in a single glass enve lope.

The viewing surface consists of high efficiency short persistence phosphor on the in side of the glass facep late, w hil e the storage element is bas ica lly made of an extrem e ly fine metal mesh placed immediately behind the phosphor surface and w ith a layer of dielectric material d epos ited on the side furthest from the phosphor.

Two electron guns ore mounted in the neck of the tube. One, known as the " flood " g un, directs a low velocity stream o f electrons through electrodes w hich collimate them to arrive ot the storage mesh in th e form of ~ parallel beam nor.m a! to the mesh and covering its entire surface area uniformly. These electrons have a suffi ciently low ve locity to p roduce a secondary emission of electrons from the storage mesh which is smaller than the beam c.urrent, ~,nd so.. lends lo drive the mesh negative, preventi ng the flood beam electrons from penetrating the mesh and reaching t he phosp hor.

Th e oth.er gun, the "writing gun", produces a beam of high ve locity, focussed to a fine spot at t he storage mesh.

Th is bea m pass.es through a deflection system and con be modulated as in a normal cathode ray tu be When this beam strikes th~ .storage mesh, the secondary. emission is high and a pos itive charge is le ft o n the mesh allowing " flood" beam electrons to pass through and 'strike the phosphor.

The app lication of a positive pulse ta the storage mesh wi ll erase th e image traced out by the "wri ting" gun and hence the picture on the faceplate. Controlled pulse~ can be us.ed to ~a use the p icture to decay slow ly and the effective ~ers1stence of the tube is, therefore, variable up to a maximum of ten to fifteen minutes.

Equipment Characteristics Th e Marconi DFTI has been designed for use in the cab at the aerodrome control tower under all conditions of high ambient light intensity. Two alternative methods of operation are p rovided :

1. An off-centred display showing the last 10 miles of the approach of an aircraft to the touch-down point on the runway in use; 2. A centred display of l 0 to 20 miles radius from the radar site.

The off-centred display provides advance information on aircraft about to land and enables the aerodrome controller to assess whether there is still sufficient time to release aircraft for take-off.

Six off-centred positions can be selected for either approach path of three different runways.

A graticule over the face of the display tube indicates the actual range to touch-down. Rotation of the graticule to the bearing of the runway in use automatically offcentres the display so that the touch-down point appears at the correct position.

The centred display position allows the controller to see a normal PPI picture of all aircraft in the immediate vicinity of the airport. It is particularly useful in providing a display of the traffic patterns around the airport and information on approaching aircraft.

The radar can be sited anywhere within 10 miles of the centre of the airport.

display is in the development stage. It is hoped that one of the 11" displays will be installed at Frankfurt Tower before long; DFTI sweep off-centering should provide for the sweep origine to be positioned to any point on the screen.

Presently only fixed off-centre positions are provided.

- There is a steady, high pitched tone when the equipment is on, uncomfortable to the human ear.

- A second display should be available. This would be quite helpful, not only for stand-by purposes. One set could then be used exclusively to monitor the approach path and the other one, perhaps the 11" display, for the surveillance of the aerodrome traffic circuit and the departure phase.

The latter point, however, does not concern the characteristics of the equipment but is intended as a suggestion to be considered by the appropriate ATS authority.

Technical Data External Inputs Required:

Controller's Experience Frankfurt airport is situated below major civil and military airlanes and is one of the busier airports in the world.

The introduction of daylight radar in the control tower therefore presents a great step towards improving the working conditions and reducing the tremendous pressure on air traffic controllers. It has proved to be a most useful aid, particularly for the parallel runway operation at Frankfurt.

The DFTI provides a radar picture of the aircraft throughout the approach until touchdown, where the aircraft is clearly visible on the aerodrome surface movement indicator a Cutler-Hammer ASDE 2. These equipments are thu~ forming on ideal combination and contribute to the efficiency of aerodrome control during periods of bad weather and poor visibility.

Some of the more prominent features of the equipment are listed below: - Increased runway utilisation. More efficient use of the landing capacity of both runways, as well as more expeditious take-off sequence, as the tower staff can now observe the turn of a departing aircraft, regard!ess of weather conditions, enabling them to clear succeeding aircraft for take-off.

Surveillance of VFR flights joining, flying within, or leaving the aerodrome traffic circuit.

More precise position information during east traffic (Frankfurt runway 07) when aircraft are radar-guided by apporach control until they have the airfield in sight, mostly somewhere on downwind south of the airport, from where the approach can be continued visually under tower control.

- Reduced coordination between aerodrome and approach control.

Besides these positive features some minor disadvantages won't bring up enough weight, but shall nevertheless be mentioned: The screen is considered to be too small, but as far as is known here, an 11" is already available and a 21"

Screen Luminance: Display Ranges:

Display Linearity: Power Supplies:

There ore seperote inputs far each two radar systems, each comprising: (l) Video Inputs. Up to 3 channels, 1.0 to 6.0 volts peak signal positive. Bose level between Earth +0.5 volts. Limiting signal/ noise not less than 3 : l. Source impedance 50-100 ohms. Pulse lengths down to 0.5 sees.

(2) Sync. Pulses. Positive, 5-50 volts. Source impedance 50-100 ohms.

(3) Turning Information x and y direct current potentials of 10 or 50 volts peak amplitude proportional to Sin and Cos of aerial azimuth. Other turning information via a seperote wall mounting rock.

Over 1.000 ft. lamberts.

(1) Off-Centred Positions. 10 NM for tube diameter.

(2) Centred Position. 10-20 NM for tube radius, centred at the radar.

Maximum positional error less than 2'h0/c of display diameter.

200, 220 or 240 volts Âą 10% 45-65 C"/s. single phase. Consumption 350 watts approx.

Ambient Temperature Range:

0 to 45 C. Maximum variation of ambient temperature without ad1ustment of controls ::': 10 C.

Features 1. Really bright display under full daylight conditions.

2.

3.

4.

5.

6.

7.

Controlled persistence.

Immediate erasure by push-button.

Visual indications of selected runway threshold.

Printed circuitry permits small compact equipment.

Semi-conductor reliability.

Can be integrated with any approach radar having good MTI. 8. Very long tube life.

9. Storage time 10-15 min. from one writing scan with continuous viewing.

Acknowledgement The cooperation of the Marconi Conipany Ltd. and the Frankfurt Aerodrome Control Tower Stoff is greatly appreciated.

BOOK REVIEW SATELLITE METEOROLOGY 1958-1964 (NASA SP 96) 141 pages, 78 illustrations, available from Superintendent of Documents, Washington, D. C. 20402. Price $ 0.60 per copy.

The Notional Aeronautics and Space Administration is issuing o series of publications which describe significant achievements in the following areas of the U. S. Space Science and Applications Program: Astronomy, Bioscience, Communications and Navigatio n, G eodesy, Ionospheres and Radio Physics, Meteorology, Particles and Fields, Planetary Atmosphere, Plonetology, and Solar Physics.

Of these, the book of greatest potential interest to aviation personnel is the o ne on Satellite Meteorology. Here is o comple tely new field of science, unheard o f only o decode ago, which is a lready leading to vast improvements in the science of weather forecasting .

Until recently, meteorologists hove been handica pped by the foci that they could obtain only o sketchy knowledge of the stole of the earth's surface at any given moment. Even today only about 100/o of the earth's surface is adequately equipped with ground-based weather stations.

Suddenly, however, the development of space technology hos provided the capability to look down on the entire atmosphere, and to observe its phenomena and motions on o g lobal scale. The effect on meteorology hos been revolutionary. Cloud systems hove been found to extend over thousands of miles and to be related to o ther systems of similar d imensions. It hos become possible to identify weather systems by their cloud structure, and thus to chart important phenomena such as fronts, storms, h urricanes, cloud fields, a nd mountain waves with extreme accuracy, SATELLITE METEOROLOGY tells the story of these exciting new developments and their s ignificance. Pocked with information and pictures of the various meteorological satellites and upper-atmosphere sounding rockets, it provides o concise summary of the important new knowledge which hos been obtained by their use.

The book is well-written, interesting, and inexpensive. If yo u ore concerned a t all with flight operations, or interested in weather science, SATELLITE METEOROLOGY con update you, painlessly, on this fostmoving new field of human knowledge.

TKV Programmierlibe l (Prog ramming Prime r}

by Theo Lutz and Volker Hauff. 228 pages with many pictures and diagrams. laminated cardboard cover; Germon language edition published 1965 by Fronckh'sche Verlogsbuchhondlung Stuttgart; OM 24,-.

The introduction of automatic data processing in air traffic control will increasingly require ATS staff to concern themselves with the basic principles of electronic computers and their application. Some ATS authorities provide computer courses, but these ore mainly intended for the staff immediately concerned w ith system a nalysis a nd programming .

The overage ATCO, if interested in the subject, is left with satisfying his professiona l curiosity by self-study, probably by working his way through some of the more or less voluminous p ublications on the subject. The problem here is to find o suitable textbook wh ich is not too technica l and yet sufficiently detai led to help understanding the elaborate automatic data processing techniques which ore applied in oir traffic control.

The "Progrommierlibet• hos not specifically boon written for air traffic controllers, but it would seem to provide sufficient background to understand digital computers in general and also to appreciate the more involved systems used in a ir traffic control.

Being subdivided into live main sections, the boo k starts from scratch, with o historical review on the d evelopment of calculating machines. Chapter I, which is entitled "The Machine·, then continues describing and explaining input and output devices, computer stores, the control ond arithmetic units, instruction code sequence, operator console, and components such as switching circuits and transistors.

Chapter II , "The Program", deals with data and data presentation, instruction codes and programs, arithmetic, data transfer, input and output, condi tional and unconditional jumps, counting and modifica tion, the use of d rum, disc, and tape stores, subroutines and rela te d programs,

compilers,

conversion

progra ms and optimum

programs.

This section contains va rious programming examples, which ore demonstra ted on three machine codes, associated with the following computers: Siemens S 2002, IBM 1401 , and Zuse Z 23.

Chapter 111 , "The Problem ", contains examples of task presentation and problem analysis. Flow ond block diagrams ore explained , as well as instruction lists and coding. One porticulor paragraph deols wi th testing and debugging Here the authors also demonstrate the require·

68

Tires VI Pho to o f o s torm vortex near Austral ia . (Note clockwise rololion, characteristic of Southern Hemisphere). From SATELLITE METEOROLOGY 1958-1964. ment for efficient organisatio n of the work, oppropriote documentation the use of reference points, linear and logarithmic location serial and parallel sorting, a nd collation. ' "The Computer Centre• is the heading of chapter IV and this treats with the introduction of o compute r into various e nvi ronments such as odministro~ions,. industry, and research ond development. The use of co m~uters in scie~ce and le_chnology is also explained by reference to specia l programming for scientific and/or research purposes. Training of programmers, the efficient work distribution among the staff of o computer centre, and o sample budget for o computer centre conclude this chapter.

Chapter V contains o compilation of frequently used symboles and codes, tables, computer terminology, and reference literature Throughout the book it becomes apparent that the authors ore dyed-in-the-wool co.mpute_r exp~rts who ore not only treating the subject from o t~eore!icol v1o;ivpo1nt, but additionally passing on 0 good deal of practical information.

EH Zuc rl's Adre Bbuch de r De utsdion Luft- und Raumfa hrt 1966 512 pages, . including o bi-lingual branch index, name index,

list of reg1ste'.e.d trade marks, and a ppendix "inte rnationa l aviation outhorit1es and organisations•; clothbinding; published 1966 by Luftfohrt Verlog Wolter Zuerl, 8031 Steineboch w· thsee, Germany; OM 28,-. ' or Zuerl's AdreObuch de ~ Deutschen Luft- und Roumfohrt is 0 Germon aviation directory, and 11 hos bc".n the aim of the publisher to produce on all-embracing, selfco~toined document which con be used without refere_n_ce to ony pr~v1ous ed itions. This would seem to be qui te on o".'b1tious goal, which is limited however, by the maximum price at which such o book con be sold, ond hence the printing space available.

One . might ~nd, ther.eforc,. that despite all good intentions some of the information p ublish".d 1s rather brief or even not quite complete. Of course, the sel~ct1on of the materiel to be presented constitu tes always o comprom1s~, greatly depending on the needs of the future user of the book: information o f interest to one reader may seem superfluous to onot~er. As on example, we thought that the chapte r on Germon ex service organisations was given unproportionolly wide coverage.

Be .that as i_t moy, the • AdreObuch" contains 0 lot of useful informa tion, porllcul_orly to those interested in the Germon aviation industry and the air force. It is subdivided into 17 eh t th · th . . op ers e mo1or · · r ones b eing: ov10 ion ou orit1es, federations and organisations, re· search and development, technical institutes, etc., air tra ffic a irports and lon~ing site~, gen_erol aviation, representative of foreig~ aircraft and equ1p~ent f1r~s in G~r~ony, ex service organisations, aviation press, and internot1onol av1o t1on organisations.

The book is prefaced . by _on exte~sive name index, and this is followed by o comprehensive list of ov1otion fi rms and enterprises.

-

or

COSSOR AND ELLIOTT ANNOUNCE

THE COMPLETE SECONDARY SURVEILLANCE RADAR SYSTEM FOR FURTHER DETAILS PLEASE CONTACT

Cossor Electronics Ltd., The Pinnacles, Elizabeth Way, Harlow, Essex, England.

Tel: HARLOW 26862

Airspace Control Division, Elliott Brothers (London) Ltd., Elstree Way, Boreham Wood, Herts, England.

Tel: ELStree 2040

One for all or a lree-lor-all?

Decca 'Harco is the co mprehensive solution for air traffi c tangles in Europe. It is the only system that provides all the facilities for the automatic, accurate navigation of sub- and superso nic aircraft. With the Data Link this in-flight information is continuously relayed to the ATC centre.

In the air

Decca Omnitrac- the world's most advanced light-weight airborne digital computer-provides undistorted c harting with automatic chart chang ing and the ghost beacon facility which gives bearing and distance to any point. Its function also includes auto-pilot coupling and automatic altitude control which maintain respectively any desired flight path and the required flight profil e. An ETA meter indi cates either time to go to destination or ET A.

On the around

the Data Link perm its the accurate display of the identity, altitude and position of all co-operating aircraft. It is economical in the use of the radio frequency spectrum , is not ambiguou s and has a service range to the li mit of the communications band bein g used. Its two-way facility reduces use of speec h and eases th e work- load by eliminatin g routine reports and messages.

With the Data Link the Air T raffic Contro ller can interrogate aircraft in the order he requires, and he can be sure also that he and the pi lot are using the same navigational data.

DECCA路HARCO DOES THE JOB PRECISELY

~

.4 The Decca Navigator Company l1m1ted 路 London