IFATCA The Controller - July/September 1968

M a r c o n i

Airways Surveillance Radar

complete

Signal Processing Systems

air

Automated A.F T.N System

t r a f fi c

control

Te r m i n a l A r e a R a d a r

Secondary Surveillance Ra ar Radar Data Processing

Flight Plan Processing Sys e Radar Display Systems Data Display Systems

Bright (Daylight) Disp ays Distance-from-Threshold Indicators

Video Map Generators The Marconi Company Limited

Radar Links

A N ' E N G L I S H E L E C T R I C C O M PA N Y

W

Radar Division, Marconi House, Chelmsford, Essex, England

THE QUEEH S AWARD TO HJOUSmv 19C6

1967

LT D / S 6 4

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AIR TRAFFIC CONTROL

DATA PROCESSING SYSTEMS now largely being realised in

With SMR-124, Slgnaal's high-speed micro-min realtime general purpose computer incorporated in your ATC data

processing system you will have at your disposal a highly m o d e r n p r o c e s s o r.

Signaal's experience accompanies all elements of ATC systems, for example the micro-min digital display sub system for radar video, synthetic dynamic and electronic

tabular data display.

Signaal also produces primary and secondary radar video e x t r a c t o r s .

Signaal's system covers the entire range - hardware and software.

SIGNAAL radar, weapon control, data handling a n d a i r t r a f fi c c o n t r o l s y s t e m s .

N.V. HOLLANDSE SIGISIAALAPPARATEN, HENGELO, THE NETHERLANDS

1

iBmasi m i m m selenia

air traffic control radars uenty-tbree Selenia air traffic control radars have been ordered by Austria, India, Italy, Norway,

odesia. South Africa and Sweden. Selenia microwave links, analog PPl displays and digital display

systems are used in many of these installations. Television-type scan conversion bright display and SSR can also be added. Where performance, reliability and quality count, Selenia 'air traffic control radars are regularly selected.

INDUSTRIE ELETTRONICHE ASSOCIATE SpA Rome - Italy P.O. BOX 7083

RADAR DATA EXTRACTION m e a n s :

Digitizing of signals

achievements:

requirement for:

Narrow-Band real-time transmission

Selecting the radar information on

Compatibility with data handling

preset criterias Freedom from disturbances

Auto-tracking

equipment involving:

installations of military and air traffic control centres in many places in

Europe illustrate the flexibility of the SRT Radar Data Handling System

Flight plan calculation

Daylight digital display presentation Comprehensive symbol display

STANDARD RADIO & TELEFON AB . BARKARBY . SWEDEN

I T T

I FAT C A

JOURNAL

OF

AIR

TRAFFIC

CONTROL

THE CONTROLLER Frankfurt am Main, July/September 1968

Volume 7 â&#x20AC;˘ No. 3

P u b l i s h e r : I n t e r n a t i o n a l F e d e r a t i o n o f A i r T r a f fi c C o n t r o l l e r s ' A s s o c i a t i o n s , S . C . 11 ; 6 F r a n k f u r t a m M a i n

N.O. 14, Bornheimer Landwehr 57a.

Officers of IFATCA: M. Cerf, President; J. R. Campbell, First Vice President; G. Atterholm, Second Vice Presi dent; G. W. Monk, Executive Secretory; Fl. Guddat, Honorary Secretary; B. Ruthy, Treasurer; W. H. Endl i c h , E d i t o r.

Editor: Walter H. Endlich, 3, rue Roosendael, Bruxelles-Forest, Belgique Telephone: 456248 C O N T E N T S

Publishing Company, Production and Advertising Sales Office: Verlog W. Kramer & Co., 6 Frankfurt am Main N014, Bornheimer Landwehr 57a, Phone 434325,492169, Postscheck Frankfurt (M) 11727. Rate Card Nr. 2.

Printed by: W.Kramer&Co., 6 I

nkfurt am Main NO 14,

Bornheimer Landwehr 57a.

Subscription Rote: DM 8,â&#x20AC;&#x201D; per annum (in Germany).

IFATCA Corporation Members A Message from the President Report of the Seventh Annual Conference, Munich Agenda Opening Ceremony

Address by Mr. Rudolf Hanauer, President of the 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

made and opinions expressed, it does only accept re sponsibility for publishing these contributions.

Contributions are welcome as are comments and criti

Bavarian State Parliament

Address by Dr. Otto Schedl, Bavarian Minister of Economics and Transport

Address by Dr. Ulrich Schmidt-Ott, Director of the Aviation Department at the Federal Ministry of Transport Address by Mr. L. N. Tekstra, President of IFATCA Plenary Meeting

cism. No payment con be made for manuscripts submitted

Sub-Committee A

for publication in 'The Controller". The Editor reserves

Sub-Committee B

the right to rnoke 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 re printing any part of this Journal.

Final Plenary Session Addresses by Members, Guests, and Observers President's Closing Address The Move Towards Automation in Air Traffic Control, Summary of Discussions Te c h n i c a l E x h i b i t i o n

Binaural Hearing in ATC Acknowledgment Advertisers in this Issue: The Decca Navigator Com pany, Ltd. (Back Cover); Elliott Brothers (London), Ltd. (Inside Back Cover); Ferronti Ltd. (46, 47); N. V. Hollandse SIgnaalapparaten (2); The Marconi Company, Ltd. (Inside Cover, 1); SELENIA S. p. A. (3); Standard

Social Arrangements Organisation and Administration of the Conference Publicity

Radio & Telefon AB (4).

Attendance List

Picture Credit: Cossor/Elliott (49); Cerf (7); Regina

Appendices to the Conference Report

Polost Hotel (8); R. Stange (11, 13, 14, 16, 19, 20, 35, 38,

Book Review

50, 51, 52, 53, 55, 56, 57, 58); Telefunken AG / Archiv Bilderdienst Suddeutscher Verlog (49).

I FAT C A A d d r e s s e s a n d O f fi c e r s

5

Corporation Members of fhe International Federation

of Air Traffic Controllers' Associations The Air Traffic Control Association,

Washington D. C., U.S.A. The Air Transport Association,

Washington D. C., U.S.A.

Wolfgang Assmann GmbH., Bad Homburg v.d.H.

Compagnie Generale de Telegraphie sans Fil Malakoff, Paris, France

Cossor Radar and Electronics Limited, Harlow, England

The Decca Navigator Company Limited, London ELLIOTT Brothers (London) Lirnited Borehomwood, Herts., England FERRANTI Liniited

Bracknell, Berks., England Glen A. Gilbert & Associates,

Washington D. C., U.S.A.

IBM World Trade Europe Corporation, Paris, France

International Aeradio Limited,

Southall, Middlesex, England

ITT Europe Corporation, Brussels, Belgium

Jeppesen & Co. GmbH, Frankfurt, Germany

The Marconi Company Limited Radar Division Chelmsford, Essex, England

N V Hollandse Signaolapparoten Hengelo, Netherlands

N.V. Philips Telecommunicatie Industrie

Hilversum, Holland

The Plessey Company Lirnited Chessington, Surrey, England

Selenia - Industrie Eletroniche Associate S.p.A. Rome, Italy

The Solartron Electronic Group, Ltd. Fornborough, Hants., England Telefunken AG, Ulm/Donau, Germany

Texas Instruments Inc., Dallas 22, Texas, USA Whittaker Corporation,

North Hollywood, California, USA

The lâ&#x20AC;&#x17E;,.reahoâ&#x20AC;&#x17E;ol Fed.ra.ioe of Ai, Traffic Controllers- fc ,o le.it,

tions organizations, and institutions interested m and concerned wi^ the maintenance and promo

tion of safety in air traffic to join their organization as Corporation Members.

Corporotion Members support the aims of the Federati^on by supplying the Federation with technical information and by means of an annual subscription The Federation s international journal "The Con troller" is offered as a platform for the discussion of technical and procedural developments in the fi e l d o f a i r t r a f fi c c o n t r o l .

6

A Message from the President The 7th Annual Conference of IFATCA has now been over long enough for us to collect

our thoughts and try to draw some conclusions. It was a particularly successful conference thanks to the German Controllers' Association whose members spared no pains to orga

nize it and who con be proud of the result; thanks to the delegates who displayed both eagerness and competence during the sessions, to the observers who mode their expert knowledge available to the conference, and to our Corporate Members who gave us the unique opportunity of seeing various up to dote and sophisticated equipments, and who readily submitted to our fire of questions.

Great impression was derived from the fact that the conference marked the beginning of

a decisive year for the federation and, through it, for the profession. As our retiring Presi dent, L. N. Tekstro, pointed out in his report, "the coming year is decisive for the inter national acceptance of IFATCA". The ground has been well prepared for this period of development and the present Board of Officers are confident that, with the assistance of the Standing Committees and of the Member Associations, the aims set up during the

previous year and at the last conference, will be achieved.

I would like, however, to emphasize the dependence of the progress of our organization on the active cooperation of Member Associations in the work of the federation. The

financial contribution is certainly a basic necessity but should never be considered as sufficient in itself. We have to make our views known to many international organizations and to many meetings. If only a specialized Standing Committee is able to produce the

sophisticated papers appropriate in such cases, the material, which is the essence of our presentations, should be readily and expeditiously provided by the Member Associations thus relieving Standing Committees of lengthy research work and allowing more papers or studies to be made.

Each individual association should be aware that it has a decisive part to play in the advancement and strengthening of the Federation. The complacent concept to let the other

fellow do the work because one does not feel quite equal to the task, is both wrong and unacceptable.

The new Board of Officers, of which I hove the honour to be part, is composed of indivi duals of a wide range of ages who can pool a potentiality of experience, confidence and enthusiasm which, together with a well oiled machinery which has proved itself, constitutes a valuable asset for the success of our undertakings.

Maurice Cerf

7

Report of the Seventh Annual IFATCA Conference Munich 21st to 25th April, 1968

Bavarian Parliament Maximilianeum and Regina-Palast Hotel

Agenda

First Plenary Session P. l O p e n i n g C e r e m o n y P. 2 R o l l C a l l o f D i r e c t o r s

Membership

21

P.3.1 Applications for Membership P.3.1.1 Professional Membership

P.3.1.2 Corporation Membership P.3.2 Membership difficulties

Presentation of the Report of the Sixth Annual Conference, 1967 21 Report

of

the

Appointment

of

President

21

Sub-Committees

2d

P. 6 . 1 S u b - c o m m i t t e e A ' ' A d m i n i s t r a t i o n a n d N o m i n a t i o n " S u b - c o m m i t t e e B " Te c h n i c a l a n d P r o f e s s i o n a l "

Nomination of one member for each committee by each Association P.6.2 To appoint the following officers for the sub-committees: Chairman Vice-Chairman

Secretary Any other business

Sub-Committee A Administration and Nomination Reports of the Officers

A.1.1 Honorary Secretary A . 1 . 2 Tr e a s u r e r

A.1.2.1 Income and Expenditure Account, Balance Sheet and Report of the Auditors A.1.3 Editor

A.1.4 Executive Secretary Reports of the Standing Committees A.2.1 Standing Committee II "Publications and Public Relations" A.2.2 Standing Committee III "Finance"

A.2.2.1 Budget 1968 (Provisional), Budget 1969 A.2.2.2 Legal Seat of the Federation A.2.2.2 Annual Membership Subscription A.2.2.2.1 Draft Release â&#x20AC;&#x201D; Devaluation of the Pound Sterling, and re-valuation of annual subscriptions A.2.2.2.2 Determination of annual subscription proposal by the Officers

A.2.2.2.3 Determination of annual subscription proposal by the Canadian Association

A.2.2.3 Determination of Affiliation Fee Proposal by the Canadian Association

A.2.2.4 To review the ATCA (USA) Corporation Membership (Proposal by the Canadian Association) A.2.3 Standing Committee IV "Environmental and Human Factors in Air Traffic Control" Internal Organisation The Manual

Report by the Executive Secretary

A.3.2 The Constitution

Page

Report by the Executive Secretary A.3.2.1 Amendments

A.3.2.1.1 Voting

(Proposal by the Canadian Association) A.3.2.1.2 Draft Release

(Proposal by the Canadian Association) A.4 Nominations

To consider nominations by Associations and the Officers for the followi vacancies on the Board of Officers, for the years 1968 and 1969, ^

•

•..

30

a tour of two years: President

Present holder: Mr. L. N. Tekstra (Netherlands) 2nd Vice-President

Vacant on resignation of Mr. R. Sadef (Belgium) Treasurer

Present holder: Mr. B. Ruthy (Switzerland) Hon. Secretary

Vacant on resignation of Mr. H. Brandstetter (Austria) •••

30

A.5.1 To consider the report of the Regional Liaison Officers A.5.1.1 Mr. A. Nagy, Austria A.5.1.2 Mr. J. R. Campbell, Canada A.5.1.3 Mr. R. G. Roberts, New Zealand A.5.1.4 Mr. J. Beder, Uruguay A.5.2 Terms of Reference for Regional Liaison Officers

(Proposal by the Officers)

A.5.3 Election, attendance and voting at Meetings of the Board of Offi (Proposal by the Canadian Association) ^ A.6

• • 30

To consider a report by the Association of Israel (65.A.18, 66.A.17) A . 7

To consider a report by the Canadian Association (65.B.35, 66.A.18, 67.A.20) A . 8

• • 30

Loss of Licence Insurance •

30

•

30

.

30

To consider a report by the Swiss Association (67. A.21) A.9

Annual Conference 1969 To c o n s i d e r t h e l o c a t i o n a n d d a t e

A.IO

Appointment of Standing Committees

To consider the appointment of Standing Commitees I, ||, |V V and Vl A.ll

Any other business

A.12

Report and proposals to the Plenary Conference

31 31

Sub-Committee B

Technical and Professional B.l

Reports of the Officers B.1.1 1st Vice-President B.l.2 2nd Vice-President

B.2

31

Report by Standn i g Commtiee 1 "Techncialand Professo i nalMaters" 31

10

Page B.3

Work Study Programme

.

31

To consider the following reports: B.3.1 Formulation of agreed policy for inclusion in the Manual

B.3.2 Recommendations for the progressive elimination of VMC clearances for IFR flight (66.B.5) B.3.3 Radio Communication Failure Procedures

(66.B.8) B.3.4 Procedures for Primary Radar B.3.5 Report of the ICAO Automation Panel B.3.6 Civil/Military Co-ordination (65.B.32, 66.B.17, 67.B.10) B . 3 . 7 S S R i n t h e AT C E n v i r o n m e n t

B.3.8 Consideration by Member Associations of ICAO documents, Annex 2, Annex 11, and Doc. 4444 PANS/RAC (67.B.6) B.4

Co-operation

with

International

Organisations

32

Committee

32

To consider a report by the Executive Secretary To consider a report by Standing Committee I Work Programme Agenda of 6th ANC B.5

Appointment

of

Standing

To consider the appointment of Standing Committee I B.6

Work

B.7

Programme

Any

other

33

business

33

B.7.1 Rhodesian Association â&#x20AC;&#x201D; Semi-Circular Rule

B.7.2 Canadian Association â&#x20AC;&#x201D; N.A. Separation (High Level) B.8

Report

and

proposals

to

the

Plenary

Conference

33

Final Plenary Session P. 8 P. 9

Roll Report

P. 1 0

Report

P. l 1 P. 1 2 P. l

3

Call and and

Addresses Any Closing

of

proposals proposals

by

Associations of

Sub-committee

A

34

of

Sub-committee

B

34

and Observers business

34 3^

the

37

Guests other

Address

34

by

President

Final Plenary Session at the Regina Palast Hotel

11

J

Addresses of Welcome

to the 7th Annual IFATCA Conference

Address by Mr. Rudolf Hanauer, President of the Bavarian State Parliament *

In my capacity as President of the Bavarian State Parliament, and as host of th

lioneum, I hove the honour to extend cordial greetings to you, fhe participants ^

of the Seventh Annual Conference of IFATCA, and to bid you welcome in Q^^sts Chamber of our Parliament. ® ^'enory This Chamber in which we are gathered for the opening ceremony of serves the 204 representatives of the Free State of Bavaria during their

fulfilment of their constitutional tasks. It is only in very rare and exceptio it is made available for other purposes, and then only if institutions of ea ^hof

standing — especialy of international stature — ask for it. These conditio^^ ^^P^rior met when the German Air Traffic Controllers' Association, \A/^r^ u__i . ' ^®'t, had been honorable task of organising this Seventh Conference at Munich, after fk 9'^en the

held at Paris, London, Brussels, Vienna, Rome and Geneva, asked for thi been

mode available for your opening ceremony. I had great pleasure in respond" be

to this request, as your Federation, with its members from 30 States of a|| ^^'^ourobly

reoresents — also in regard to the style of your meeting — a^sport "transnorf ^^f^bnents pari air'', or even better, a "safety committee'' of worldwide aviation This of the

an organisation whose activities are in the empire of the air is, as far as th \°^'°'^^hip vvith

is concerned, not without precedent. On 14th ptember, September, 1965, the 8thc.^l G ^^' ^'ioneum 1965, the 8th Genemr^ " convened here with ^onfe of the "Federation Aeronautique Internationale" convened here with ^^'^^erence

ticipants as Prof. Wernher von Braun and the Russian Astronaut Kom ^'^^'^inent parmet

with

a

fatal

accident.

-Q-ow,

who

h ahas s

Obviously, the "high flights of thought" of the politicians, wh cb are normal

these chambers, attract magnetically the "thoughts of flight such parallels.

Similar to the woy in which you ore responsible for ensuring com T of the air, the politician bears the responsibility for compliance with

human and public life". In your press release you emphasize that the I ^^ rul r ue l es s of of deal of information, especialy continuous and accurate data for no t °' a great the air traffic controller who provides this information, on his part n ' of aata of data concerning concerning each each aircraft aircraft ininhis hiscontrol controlarea nren in order In ° great to) ° amount amount

picture of the air traffic situation. Of a similar nature is'he relationsh°"k ° ^°'^Prehensive

who must orientate himself in the political sphere and the narlln between the citizen, P amentonan who, on the

basis of his elevated position and, one would hope, of his wider field of vision, must always be capable, by his poise and conduct, of providing the citizen with aids to orientation without himself losing the picture of the "political traffic situation". A politician who has had the opportunity to sense the atmosphere in a control tower, which is a mixture of

precision and suspense, radiating at the same time composure and calm, will feel respect for your life preserving, and often also life saving profession. But he will also â&#x20AC;&#x201D; from his point of view as a politician â&#x20AC;&#x201D; envy the pilots as they receive your directions and clearan ces which hold the promise of safety; he will himself long for such directions in order that he may, after a parliamentary flightleg undisturbed by turbulence, touch down smoothly on the runway named re-election, ready for another take-off.

But now, enough of such humorous parallels. Let me touch upon another aspect with which

our state and its capital are at present especially and seriously concerned. Safety, the supreme, overriding motive of all your professional activities, raises, with growing traffic density and with travelling speeds exceeding that of sound, more and more stringent and demanding requirements. The safety requirements to protect human life and material related to the establishment and extension of airports affect primarily peripheral regions of densely populated, large cities. These problems ore similar all over the world, and not

restricted to any particular place. But especially you, gentlemen, should understand that, in spite of all efforts to promote safety measures for the protection of human life, the site selection for a new international airport must also take into account the need to preserve vitally important resources of nature. It is this problem that the Bavarian Parliament will

ultimately have to deal with in the near future. I hope that we shall succeed in finding a site for the planned international airport "Munchen Sudbayern" which will take account of these aspects while at the same time satisfying the requirements of air traffic control;

0 site which will become a destination without peril in flights to and from the South, Southeast and, we hope, in due time to the East.

With this prospect of a new decade in aviation history, a history which in the past has been full of events for Bavaria, I associate the wish that your Seventh Annual Conference and

your deliberations may be successful. I hope you will enjoy your stay in this country. May your proceedings leave you with on opportunity to take a look around Munich and its surroundings so that you may appreciate the beauty of our city and its countryside. Most of all I wish that next Friday the Bavarian sky may show a friendly face, enabling you to take a good look at the southern part of our country. Perhaps you may then be inclined to recall the thoughts which I have just touched upon.

It is in this spirit that I bid you again a most cordial welcome.

Adress by Dr. Otto Schedl, Bavarian Minister of Economics and Transport

X \

Ladies and gentlemen:

I consider it an honour and a genuine pleasure to welcome on behalf of the Bavarian State Agenda Item P. l Government the participants of the Seventh International Conference of IFATCA in Munich.

Like everybody in public life whose functions oblige him to undertake frequent journeys in Europe and abroad, I must feel indebted to you. Because amongst the German as well as the foreign, today especially welcome participants of this important meeting will pre

sumably be more than a few to whom I have indirectly entrusted myself as a passenger of a transport aircraft, and who have, through their responsible and difficult work, in the technical seclusion of control towers and radar operations rooms of some international

airport, ensured that I as one of the many passengers of a modern means of communica

tion have reached safely and on time my destination somewhere in Europe or some other continent.

I am especially pleased to welcome you in Munich. I hope that you will be content with the choice of your meeting place and that your stay in the capital of Bavaria may be a pleasant one. Munich with its world wide reputation as a city of arts and of joie de vivre has not only much to offer outside the conference agenda, it has also a special relation ship to the subject of your meeting.

You hove gathered here in Munich for the Seventh Annual Conference of IFATCA to dis

cuss the special problems of air transport from the air traffic controllers' point of view, i. e. as representatives of that group of people who practically control and direct the whole a i r t r a f fi c o f t h e w o r l d .

It is here in Munich that the first German Regional Air Traffic Control Unit is located,

which is responsible for the handling of air traffic in southern Germany. This important institution provides air traffic services to about 20 civil and military airports and controls the international air routes between northern and southern Europe as well as between eastern and western Europe.

This "Munich solution" which has formerly often been eyed sceptically, i.e. the combina tion of approach control and en route control services, has finally proved to be necessary.

At the occasion of the inauguration of the Munich Reginal Control Unit on the 31st of

August, 1965, the late Federal Minister of Transport Dr. Hans-Christoph Seebohm charac terized this integrated Regional Control Unit as the nucleus of a new concept of air traffic services in Germany.

Many and quite different problems in the field of air traffic control still wait for Hieir solution. Considerable efforts will be necessary to master them, because the recorded

rates of traffic growth and the forecasts concerning air traffic development indicate a further rapid upward trend. Not only the number of aircraft will increase, but also the complexity of air traffic as a whole.

Despite all efforts to take account of this development by introducing the most modern technical contrivances as data processing facilities and electronic computers, we may not forget that for a long time to come the safe and expeditious handling of air traffic can only be guaranteed by man in the air traffic control service. As long as human beings exercise these functions, they must be granted a proper economic and social security which is adequate to the stress, the high efficiency and the dedication required.

Just as the weakest link in a chain determines its strength, the quality of the services in the air traffic control system depends on the efficiency and the dedication of their em ployees, especially the air traffic controllers.

The air traffic controllers are responsible for many human lives and for great material

values. The further development of air transport depends decisively on their efficiency.

Their activities are dedicated entirely to human interest. It will depend entirely on them

whether, in the future, the airplane will be a means of transportation for everybody just as the automobile or the railroad. â&#x20AC;&#x201D; These air traffic controllers therefore must be en

abled by the most modern technical equipment available as well as â&#x20AC;&#x201D; and I do emphasize this especially â&#x20AC;&#x201D; by most advanced methods in the field of personnel management and social security, to apply their knowledge, their abilitites and skill in the interest of public b e n e fi t .

Thus your conference has a wide and important field of work to cover.

Ladies and gentlemen, I wish that your conference may be in every respect successful. Any progress in the field of air traffic control is at the same time an important contribution in developing air transport to a more effective instrument of world economy, of the welfare of nations and moreover an instrument for the understanding among nations and for world peace.

16

Address by Dr. Ulrich Schmidt-Ott, Director of the Aviation Department at the Federal Ministry of Transport * It is with great pleasure that I am offering you, at this Opening Ceremony before the Agenda item p. i

beginning of your deliberations, the greetings of the Federal Minister of Transport, who is the Patron of the Seventh IFATCA Conference, and his best wishes for a successful conduct of your meeting.

The primary objective of your Federation is to maintain safety for airspace users and to strive for the development of suitable means required for an efficient and orderly control of air traffic. In the course of your daily work, you are permanently confronted with the problems of ATC which frequently require rapid decision of great consequences.

Already in my previous position as representative of the Federal Republic of Germany to the Council of the International Civil Aviation Organisation, I have followed with great

interest the development of your International Federation, of which the Verbond Deutscher Flugleiter is a Founder Member, and I am an attentive reader of the Federation's journal and its German inlay. Both publications manifest the unceasing efforts towards the aims which you have set out to achieve in your organisation.

Increasingly in your deliberations you will have to take account of modern technical devel opments. The evolutionary process which has become so v/ell apparent during the second half of the Twentieth Century, viz. the growing use of sophisticated technical systems and equipment, is particularly significant in aviation. When Jumbo Jets and SSTs will take up operation in the early Seventies, the payload and speed of aircraft will have quadrupled within little more than twenty years, due to the continuous development of airframe and engine capacity. Before it will have been put into operation an aircraft, being designed for Mach 2, will already be outdated by new designs for even higher speeds.

Air Traffic Services must cope with this sweeping development of aircraft, and thus the Federal Republic of Germany with all other countries are confronted with an abundance of technical and operational problems. They can only be mastered by close cooperation between all directly and indirectly engaged in aviation and by pooling their efforts in the s e a r c h f o r e f fi c i e n t s o l u t i o n s .

Such considerations have already very early led to the foundation of international aviation organisations. There is no need that I emphasise to this group the benefits derived in all principal fields of aviation from the establishment of International Standards and Recom

mended Practices by the International Civil Aviation Organisation. Your Federation, IFATCA, has also acceeded to the group of organisations whose opinion is listened to in international aviation circles. Such recognition is honourable, but at the same time it lays upon you a share of the responsibility for the further development of the Air Traffic Services.

ATC problems cannot be solved by Headquarters staff alone. Competent suggestions by the practising controller will be welcome at any time, and in the long run, they will serve to improve your operating positions, to reduce â&#x20AC;&#x201D; wherever possible â&#x20AC;&#x201D; controllers' work

load, and to increase the safety of air navigation. One of the items of your work pro gramme is the close cooperation with aviation authorities. The authorities will consider your proposals with great interest.

The expansion of the Air Traffic Services which we are presently facing is essentially affec ted by the technical progress in the field of automation, in particular on the computer sector, the extraction of radar data, and the processing and display of information. In this area the German Aviation Administration cooperates closely with other aviation admi nistrations. On a European basis, it is particularly the European Organisation for the Safety of Aviation EUROCONTROL, which supports the relevant developments.

As regards the training of ATC staff, further efforts will lead to an International Academy.

I have noted that this subject is an item on the agenda of Sub-Committee A. Based on a

decision of the Permanent Commission of the EUROCONTROL Organisation, a European Institute for Air Navigation Services will be set up at Luxembourg, where in the future basic and advanced training of European ATC staff will be conducted according to uniform standards. The training will commence by the end of 1969.

May I, in concluding, wish you every success for your deliberations during the coming days, in the interest of safety of air navigation throughout the world. * Slightly paraphrased translation from German.

17

Address by the President of IFATCA, Mr. L. N. Tekstra 1 Once again the German Air Traffic Controllers' Association is host to on international

meeting of controllers. This occasion tends to bring bock memories of the first international meeting of controllers in Frankfurt in the fall of 1959, which was convened to explore the feasibility of an international federation. On the threshold of the 1960's this meeting gave

the start-up clearance, which was followed 2 years later in Amsterdam by the take-off clearance from the Constitutional Conference of IFATCA!

Having been engaged in this enterprise from its very beginning, I cannot resist the temp

tation to compare the present Conference with that memorable exploratory meeting in Frankfurt.

Frankfurt was an improvised, simple and unpretentious affair; Munich offers an overwhelming welcome to on organized conference of an estab lished international organisation.

Frankfurt saw the representatives of 14 European Associations; Munich welcomes the representatives of more than 30 Associations and controller groups from all over the world.

Frankfurt was a controllers meeting; Munich is host to an aviation meeting centred on the Air Traffic Control profes sion.

Frankfurt saw us coming in trains, old cars and propeller driven aircraft; Munich saw most of us arrive in fast modern jet airliners.

Frankfurt meant the conception of our Federation;

Munich marks the advent of its coming to age.

Both, Frankfurt and Munich, however, are a demonstration of the natural bond of fellow

ship between the members of this truly international profession, irrespective of nationality, religion or race.

Aviation is the key-enterprise to internationalism, it makes distances between places and people shrink to a few hours travel and thereby contributes enormously to the mutual understanding of peoples.

The airways of the world constitute the arteries of this international body of aviation. ATC

is responsible for a safe and regular flow of air traffic and may therefore well be called

the HEART of civil aviation. Controllers are proud of this key-position of their profession,

and probably this attitude has attributed more than anything else to the unexpected growth of our Federation and the enormous difference between that memorable meeting in Frank furt and to-days Conference in Munich.

Aviation and ATC have gone through a period of stormy development in these past years.

The introduction of the jet transport is practically completed, traffic has increased at an enormous and unexpected rate.

The beginning of the jet age caught ATC unprepared. The vastly growing amount of high speed and high level traffic has shaken the foundations of ATC all over the world. Im

mense improvisation of controllers and administrations has kept the game going despite

rules and procedures designed for the DC-3 age.

Gradually, however, ATC is catching up with the medium it serves. Started as a develish art of control tower personnel gifted with an unbelievable sense for individual improvisa

tion, it has out of sheer necessity grown out into a system of interdependent control posi tions. The art of ATC is gradually becoming a new science, aimed at finding solutions by a systematic attack on the problems both by experience and ever increasing research. It is more and more realized that this is a truly international science: the principles involved

are the same all over the world; to-day's problems in one part of the world ore the pro

blems of to-morrow in other parts of the world.

A number of problems have been solved nationally or regionally. The experience gained

and the results of research are now being channelled by ICAO to a number of Air Naviga tion Conferences in an attempt to standardize requirements and procedures. Lost year s 5th ANC was devoted to the departure- and approach phase, next year's 6th ANC is

devoted to the enroute phase. Apart from ICAO, a great number of notional and inter

national organisations have also recognized the danger of ATC development lagging

behind the development of the aviation industry. ATC indeed is now in the limelight. A great opportunity is now offered the Federation and its Member Associations to contribute to this development.

Looking back at Frankfurt we may be proud of what has been accomplished in this short

period. At the same time, however, we must face the consequences of this initial success in building up IFATCA. We should now be ready to moke true the expectations of our objectives, the realization of which calls for a renewed and active co-operation of all

Member Associations. This Munich Conference must be devoted to a careful evaluation of our present position in the international world of aviation. In this way, Munich can be the

closing of a period which started in Frankfurt, and at the same time provide a new starting point on our road to recognition of the profession.

We ore extremely grateful for the great welcome in this City of Munich. On behalf of the Officers and Directors of IFATCA I thank the distinguished speakers for their words of welcome and appreciation and for their good wishes towards the success of this our Seventh Annual Conference.

We are especially endebted to our host-association and the organizing committee for their excellent preparations.

May I in turn express a sincere welcome to the representatives of our Member Associations

and Corporation Members, and to the many observers from international organisations, national aviation authorities, prospective member-associations, industry, and press.

May the usual spirit of goodwill and co-operation prevail during your discussions of the coming days. With this wish I declare the Seventh Annual IFATCA Conference opened.

1 im,

f U L S n v n v

Dr. U. Schmidt-Ott, Director of the Aviation Department at the Federal Ivlinistry of Transport (left) and Dr. O. Heer, President of tfre Federoi Administration for Air Traffic Services (right).

Roll Call of Directors The Executive Secretary mode the rol

:all of Directors and the following

attendance: Austria

Iceland

Rhodesia Sweden

Belgium Canada

Ireland

Switzerland

United Kingdom

Denmark Finland France

Italy Luxembourg

Germany

Netherlands

Greece

Norway

Uruguay

Unrepresented affiliated Associations The following Associations were unable to attend due to travel difficulties: New

Zealand

Venezuela

Applications for Membership The Executive Secretary reported that applications for affiliation had been received from the Fiongkong Air Traffic Control Association, and the Turkish Air Traffic Controllers

Association. Copies of the Constitution of the former had been circulated to Member Associations.

The Conference unanimously accepted the applications with the reservation that the appli cation of the Turkish Air Traffic Controllers Association should be subject to the comple tion of the normal formalities.

The President welcomed the new Member Associations, and Mr. R. Cooper, the President,

and Mr. R. L. Ayers, the Secretary of the Hongkong Association. He expressed his regret that the Turkish Association was unable to be represented.

The President also welcomed the representatives of new Corporation Members, who had joined the Federation during the past year: Glen A. Gilbert and Associates (USA) The Air Transport Association of America (USA)

Wolfgang Assmann GmbH (Germany) Ferranti Limited (UK)

Report of the Geneva Conference, 1967 The Executive Secretary presented the Report, which had been published in "The Control- Agneda item P. 4 ler". Volume 6, No. 3, July/Sept. 1967.

Ireland proposed, and Rhodesia seconded, that the Report be accepted.

The proposal was carried unanimously.

Report of the President introduction

This is my last report as President of IFATCA and it has given me considerable difficulty Agenda item P. 5 to prepare. In trying to summarize the activities of the Federation over the past year 1 stumbled over a number of activities which have in the meantime become routine business

and which are reported in the course of the year in "The Controller" or in regular circulars and which are summarized in the reports of the Officers and Standing Committees to this Conference.

There seems to be little sense in summarizing these summaries again and for this reason 1 will depart from the usual form of my report, and devote it this time to those problems which have been foremost in the minds of the officers during the past year. These are the

problems of growth to maturity of the Federation. After only 6V2 years we find IFATCA already in the teen-age stage; the Federation surely is not grown up yet, there is still a

lot to be learned end it con still put on a lot of weight in membership, but time has come

to seriously consider its future and prepare it for manhood. Most of us know the peculorities of teen-age, either from long past own experience or from more recent experience as

parents; there is of course a great difference in appreciation of these peculiarities as

viewed from the side of the teenager himself or from the side of the parents. However much the individual officers feel themselves port of the lusty child, as Board of Officers

they cannot evade the responsibilities of office, which in this context can best be defined

as that of foster-parents. In this capacity the Board has in the post year evaluated the prospects of the Federation, and has explored ways and means to moke it come up to

expectations; the expectations of its founder members and those of the aviation world

to which scarcely 6 years ago it was introduced as a very promising member of the family.

At this annual birthday party we all see the child nicely dressed up. Being the focus point of the party makes it seem very happy, prosperous and even more promising. In spite of the birthday party atmosphere however, the time has come to face the future; we must look ahead and prepare for this future in order to moke true the expectations.

It is my task, on behalf of the Board of Officers, to put the Member Associations face to face with the facts of life of an international organisation on its way to maturity.

Membership Professional membership

The objective of IFATCA is to become a truly worldwide international Federation of Air Tr a f fi c C o n t r o l l e r s A s s o c i a t i o n s .

It is therefore gratifying to note that membership is gradually increasing and that new members are attracted from all parts of the world. At the 1967 Conference the ATCA's of

Iran and Rhodesia joined, at this Conference the ATCA's of Hongkong and Turkey are applying for membership. These new affiliations make the total number of Member Asso

ciations 26; with the gradual growth of national membership, the number of controllers represented in IFATCA will this year probably exceed 4000.

Nevertheless a great deal remains to be done before IFATCA con claim to be the inter n a t i o n a l v o i c e o f AT C .

This is partly due to the fact that in great parts of the world ATC Associations hove not yet been formed and sometimes are not even allowed to be formed. The fact remains, how

ever, that a number of associations do exist, which are not yet affiliated with IFATCA, e. g. the ATCA s of the USA, Ghana, India and Japan, whilst in other countries controllers ore

organised in strong tradeunions of transport or aviation employees, which mokes it diffi cult for them to join IFATCA as a specialist group of controllers.

The ATCA of the USA applied for Corporation Membership three years ago at the Vienna Conference, thereby expressing its acceptance of our common objectives as professional organisations. Budgetary considerations at that time prevented ATCA from applying for professional membership, but the intention to become affiliated as such v/as clearly ex pressed.

This move was v/elcomed three years ago as a temporary solution which cannot be conti nued indefinitely. For this reason negotiations with ATCA were re-opened during the post year. A proposal was made to ATCA which took into account their budgetary difficulties

at least for the immediate future. So far there has been no reaction to our proposal; we know that ATCA is in the process of drastically changing its financial policy; we con only hope that this policy will also take account of international cooperation within IFATCA. It is clear, that without membership of a professional group of USA controllers IFATCA can hardly claim to be the International voice of ATC, but in this we simply depend on the

decision of the national organisation to accept its international responsibility.

The officers are planning a publicity campaign for the next year, directed at controllers and civil aviation authorities, especially in those parts of the world where controllers hove not yet become professionally organised, or where their present form of organisation hampers their affiliation with IFATCA. The aim of this campaign will be to acquaint every body concerned with the objectives of the Federation, the way it operates and the advant ages gained nationally and internationally, by stimulating controllers to take an active part in the development of their profession.

The Federation will offer advice and information, and will where necessary assist in the foundation of new ATC Associations. In those countries where controllers ore organised in great transport or aviation organisations, the formation of on independant purely profes sional organisation, or a partly independant professional sub-group will be advocated in o r d e r t o f a c i l i t a t e a f fi l i a t i o n i n I FAT C A .

By this action the Board hopes to promote a natural growth of the Federation in the com ing years.

22

Supporting Membership

The number of Corporation Members also shows a steady increase. We are grateful in- Agenda Item P. 5 deed for this support from industry which facilitates the exchange of information between operational controllers and the designers of their tools. This exchange of information and knowhow is becoming increasingly important now that a number of countries are intro ducing automation to ATC or considering the ''Move towards automation", which subject is the title of this years panel discussion.

A new publicity campaign for Corporation Membership has been started in the beginning of this year, and is already showing results. We welcome the new Corporation Members and hope that their affiliation with IFATCA will prove to be of mutual advantage.

It is somewhat embarrassing to note once again the absence of the airline industry among our Corporation Members. The airlines of the world are surely aware of the vital role of ATC; they are the first to gain from good controlmanship or to suffer from bad controlmanship. Here surely lies a task for the Member Associations, who have personal contacts with their national airlines. It should be recognised that a publicity campaign, however

well organised, does not offer 10% of the chances for success of a personal contact!

Policy of the Board of Officers The Board of Officers is charged with the management of the Federation. A Board meeting was convened in Amsterdam in October last year, which dealt with a great number of sub jects. Mr. Roger Sadet, 2nd Vice-President since the inaugural meeting, resigned from his

post in September due to his acceptance of on ICAO-ossignment in the Congo. Mr. Herbert Brandstetter also declared his intention to resign from the Board due to personal reasons.

He actually resigned from his office as Honorary Secretary at the end of the year, when he left the Austrian ATC and joined industry.

The Board thanks these two officers for their untiring efforts on behalf of the Federation

and trusts that their new activity will prove to be in the interest of ATC. The Board considered a replacement of these officers, but as the Constitution does not

provide for this case, and as a nomination and mail-ballot election was considered too time consuming, it was decided to continue with the remaining depleted Board until this Con ference.

Apart from the routine business the Board meeting devoted an extensive discussion to the future of the Federation. This discussion ensued from the previously taken decision with regard to IFATCA representation at ICAO's 5th ANC. The Board confirmed with consider

able reluctance this decision not to request on invitation to that conference, as this was

thought to be a serious failure of the Federation in striving towards its objectives.

The decision was based on three contributing factors:

a) uncertainty as to ICAO's reaction to our request; b) lack of preparation on the Agenda of the 5th ANC; and c) financial considerations.

These factors were dealt with in detail, in order to arrive at proposals to this Conference with regard to our future policy. The Board believes that a solution of these three problems is essential for the further development of IFATCA; I will therefore devote the remaining part of my report to a discussion of these three subjects.

Relations with the International Civil Aviation Organisation

Good relations with ICAO are a condition for being successful in our endeavours to imple ment our technical policy.

It will be remembered that following our London Conference, IFATCA was represented at ICAO's RAC/OPS Meeting in 1963. From this Meeting emanated the ICAO study of primary radar procedures, to which study IFATCA was able to make a considerable contribution.

In the final stage of this study an ICAO working group was formed to draft the final text of the procedures. IFATCA was denied an invitation to this working group meeting. The reasons for this denial were not stated and this negative decision of the ICAO Council made our relations with ICAO rather uncertain.

The Board decided that the relationship with ICAO should be cleared up before making any new requests to ICAO for invitations to its meeting.

The fact that both Mr. Ruthy, the Treasurer, and myself would attend the 5th ANC as member of our national delegations, provided an excellent opportunity to investigate the situation in Montreal.

Agenda Item P 5 Exploratory discussions were arranged with some Council Members, with Members of the Air Navigation Commission and the Secretariat and finally I had the pleasure of a private meeting with Mr. Walter Binaghi, the President of the ICAO Council.

It became quite clear that in the past years IFATCA has succeeded in convincing ICAO of its professional objectives. The initial apprehension as to the sincereness of our endeavours has to a great extent been taken away. This is especially due to the improvement of rela tions between our Member-Associations and their national aviation authorities since the

formation of IFATCA; the reports of ICAO observers at our Conferences and the quality of our journal "The Controller" have also contributed to this change in atmosphere. Con trary to existing belief in and outside the Federation, there is no question of formal re cognition by ICAO, because ICAO has no procedure for formal recognition. It does have a permanent relationship with a number of international organisations, which is reflected in a list of standing invitations.

In the last few years the Council has become rather more prudent in putting new organisa tions on this list. A request to this effect from our side was generally considered untimely, due to the fact that our membership is not yet sufficiently worldwide. We were, however, made to understand that in future we can expect a favourable reply to our requests to attend selected ICAO meetings. The discussions in Montreal have convinced us that the relations with ICAO are now well established, and that inclusions in the list of permanent

invitations is only a question of time, provided we succeed in extending our membership sufficiently to attain our own objective: to become a truly worldwide federation.

Following this investigation the Board of Officers has decided to request on invitation to the 6th ANC, which is to be held in Montreal next spring. I have great pleasure to report that the ICAO Council has in the meantime approved our request. This invitation places a heavy responsibility on this Munich Conference: we are now really forced to overcome the other two problems which the Board was confronted with when considering on invita tion to the 5th ANC.

Work Programme of IFATCA versus that of ICAO

The success of our 1963 London Conference was mainly attributable to the fact that its agenda and the preceding work programme was based on the agendo of the ensuing ICAO RAC/OPS Divisional Meeting.

Apart from the study of primary radar procedures our work programme has since then more or less drifted apart from that of ICAO. As a consequence of the uncertain relations with ICAO at the time we missed the opportunity to prepare for the 5th ANC. The Board considered this lack of preparation the second contributing factor to its decision not to request an invitation for that Conference. Looking back, we have clearly made a mistake

by insufficiently following the work of ICAO in our work programme. Although there ore a number of excuses for this lack of coordination, it is quite clear that our work programme

must be better geared to that of ICAO if we sincerely wish to attain our main objective: to assist and advise in the development of safe and orderly systems of ATC." The Board has requested Standing Committee I to study the agenda of the forthcoming 6th ANC, in order to make recommendations to this Conference for next years work pro gramme.

We cannot expect to contribute to every agenda item, nor are we expected to do so. In the first place our established policy should be carefully reconsidered to decide its validity or to amend it to reflect present views. Secondly we should concentrate on those items on

which controller opinion obviously leads towards a uniformly acceptable solution. Only in the last place can we try to tackle subjects which do not hold promise of an obvious solu tion from an operational point of view, and which would therefore necessarily need more time to process than is actually available.

Considerable effort will have to be made in order to process even a work programme restricted to a number of selected items. This will require the cooperation of all Member Associations to a degree which up till now has appeared impossible to achieve.

It is not the prerogative of Standing Committee I to find and formulate solutions to all our

problems; this Committee has worked admirably during the past years, but it is evident that assistance is required from a number of members outside the UK if the task is to be

completed in time, and satisfactorily from on international point of view.

The Board therefore suggests that some of the Member Associations accept the responsi bility for processing one or more work programme items, to prepare the basic working papers, collect comments from Member Associations and prepare policy statements based on ICAO Annexes and Documents.

In addition it is suggested that all Member Associations form a notional IFATCA Commit

tee, which is charged with the coordination within the Federation, and which on behalf of 24

the Association is to answer promptly to questionnaires or requests for comment on all Agenda Item P. 5 work programme items.

The task of these Committees can be considerably facilitated by cooperation with the national authorities which could provide them with the ICAO 6th ANC working papers as

basic information. This cooperation would also facilitate the acceptance of IFATCA policy at the ICAO level.

The national committees charged with part of the work programme could best be regarded as sub-committees of Standing Committee I; the Chairman of Standing Committee I will

have to be kept informed in order to follow the progress made, and to effect timely coordination in the joint IFALPA/IFATCA committee.

This brings me to the third consideration of the Board of Officers with respect to our future policy; that of finance.

Financial position

Last year's budget allowed the officers to close the books with a deficit, since an increase of subscriptions could not be realized for that year. A number of routine expenses already showed an increase which surpassed the budget. In the circumstances outlined above, the Board considered the expenses involved in representation of IFATCA at the 5th ANC un justified. This consideration was not decisive, if our representation had been well prepared we would not have hesitated to use the reserves for this purpose.

This consideration, however, made it quite clear that the financial position of the Federa tion had to be reviewed, with a view to attaining its objectives. A review of the subscrip tions at each annual Conference has proved to be rather ineffective and in any case is

always too late for the running year. The financial consequences of our growing activity must be known sufficiently in advance to allow Member Associations to budget the inevit ably increasing expenses.

For these reasons the Board has in cooperation with Standing Committee III, developed a long term financial plan. In view of the negotiations with the USA ATCA and previous

discussions, the present system of per capita subscriptions was reconsidered, the conclusion being that a sliding scale of annual subscriptions offers the best solution to the problems of cost sharing between large and small associations.

The plan is based on a proposed future budget, taking into account minimum requirements

for effective management and representation, and aims to reach the required income in a number of successive steps.

The actual proposals are of course open to discussion, it is up to this Conference to decide whether the plan should be adopted or rejected. The Board of Officers wishes to stress, however, that implementation of this plan in principle is considered a minimum require ment for effective management of the Federation in the coming years.

Conclusion

This Conference marks a milestone in the history of IFATCA. Since the Inaugural Con ference the ground has been prepared for further development. Perhaps earlier than ex pected we are now confronted with the consequences of this spadework.

The policy of the Board of Officers in the past year has been to explore ways and means

to open the way towards further expansion of our activities. The ambitious programme drawn up by the Board no doubt constitutes a great challenge to the Federation.

You are going to elect a practically new Board of Officers. As your retiring President I wish to thank you for the confidence extended to me and my fellow officers in the past years. I trust that the same confidence will be given to the new Board, but above all I hope that this Conference will assure them of more intensive cooperation in the technical work

programme and will provide them with the necessary means to effect the implementation of our policy.

We are convinced that the coming year is decisive for international acceptance of IFATCA. When forming this Federation we have set ourselves high objectives; the time has now come to make true the expectations we have ourselves been giving the international world of aviation.

We are confident that the Member Associations will at this Conference give serious con sideration to the proposals of the Board, proposals which are indeed ambitious, but at the sa.me time based on realistic minimum requirements. This challenge must be accepted, and an all-out effort must be made now to prove to ourselves and the aviation world, that

IFATCA is not hiding away behind the paper wall of its highly idealistic Convention and Constitution, but that it is sincerely trying to live to the ideals spelled out in these docu ments.

May I conclude this report with a heartfelt thank you to all those who hove in the post

years devoted their capabilities to the cause of IFATCA. May in the next years their ranks

be joined by a great number of members from all m.em.ber associations to work together towards our main objective: The promotion of the ATC profession, in the interest of safe and efficient air navigation, and for the protection of their common professional interests.

Appointment of Sub-Committees In accordance Vv'ith the usual procedure, it was agreed to appoint the following SubCommittees, to take the Agenda items assigned to them, and to report to the final Plenary Session with their recommendations:

Sub-Committee A

Administration and Nomination

Sub-Committee B

Te c h n i c a l a n d P r o f e s s i o n a l

The following members were nominated by Associations to serve on the Sub-Committees: Sub-Committee A

Sub-Committee B

Austria

A. Nagy

H. Kihr

Belgium

A. Maziers

G. Lemoire

Canada

J. D. Lyon

D. M. Diffley

Denmark

E. Larsen

A.

Finland

F. L e h t o

A. Hopponen

France

J. M. Lefranc

M.

Germany

K. Piotrowski

W. G o e b e l

Greece

E. Petroulios

Hongkong

R. Cooper

G. Theodoropoulos R. L. Ayers

H. Gudmundsson

G. Olafsson

Iceland

Mortensen

Garcia

S. Yessai

D. J. Eglington

M . F. M c C a b e

J. Wachtel

W.

E. Silveri

Luxembourg

L. Mercuri J. P. Kimmes

A. Klein

Netherlands

H. Meyers

P. J. Stalpers

Norway

J. Kalvik

E. Nielsen

Rhodesia

J. D. Thomas

L. E. Thorogood

Sweden

G. Atterholm J. D. Monin

United Kingdom

J. D. Roulin

P. D. S. Mealing

J. A. Saker

Uruguay

A. Blanco

J. Beder

A. Stefanovic

D. Zivkovic

Switzerland

Katz

N. A. Karlahag

following were unanimously elected as Officers of the Sub-Committees:

Chairman Vice-Chairman

Secretary

Sub-Committee A

Sub-Committee B

D. J. Eglington (Ireland) J. D. Lyon (Canada) D. J. Klinke (Germany)

A. Field (UK) M. Cerf (France) R. Mundy (UK)

Any Other Business Agendo Item P. 7 Telegrams and letters of good wishes for the success of the Conference were read by the President.

There being no other business, the Plenary Session adjourned at 1915 hours on the 21st April.

The Conference re-convened in Sub-Comimittee on the 22nd April in the Regina-Polast Hotel.

26

Report of Sub-Committee A Reports of the Officers

Agenda Item A.

Honorary Secretary

Agenda Item A.

The

Report

was

accepted

and

recomnnended

for

adoption.

Appendix

A.

The President expressed the appreciation of the Federation for the work done by Mr. Brondstetter, and he wished him success in his career in Industry.

Treasurer

Agendg Item A. 1.

The Report was considered together with the Income and Expenditure Account, Balance Sheet and Report of the Auditors and some small amendments incorporated. Consideration of the Budget was deferred until later. The Treasurer made a statement of his efforts to consider the use of a more stable currency than the pound sterling and explained the difficulty, in view of the doubts prevailing in the field of international currencies, of reach ing a satisfactory conclusion.

The Report was accepted and recommended for adoption.

The President thanked the Treasurer on behalf of the Federation, for his efforts.

Appendix A. 2 Page 66

Agendg Iten

It was agreed to discuss Items A.1.3 in conjunction with A.2.1 (Report of Standing Com mittee II).

The Editor explained the postal and financial problems concerned with the distribution of "The Controller", and stated he proposed to moke a change in the cost of a single copy of the journal from two shillings to one DM. During a discussion on the Reports, it was urged that Member Associations should order at least as many copies as they have members.

The Editor thought that those associations that used "The Controller" for Public Relations on behalf of IFATCA should not hove to pay for them. Israel suggested that more informa tion about Member Associations should be printed in the Journal, and the Editor said he would be quite willing if Associations would send him the information.

In reply to a question from Sweden, the Editor said about 4,000 copies of each issue were printed. It was suggested non-member Associations should be sent copies in order to inform them of IFATCA and to encourage affiliation. The Editor said this was done, either by himself or the Executive Secretary. The President mentioned that the Board of Officers proposed to institute a publicity campaign, nof only with non-member Associations and

Agendg Item A. 2.1 Appendi>

Pgge 70

controller contacts, but also with national administrations.

The Editor mentioned that members of the ATCA Council received copies and the Executive Secretary issued the IFATCA Circular to all Chapters of the ATCA â&#x20AC;&#x201D; about 100.

Canada stated that the rank and file of the ATCA were unacquainted with IFATCA and it would be necessary to change this state of affairs if the affiliation of the ATCA were to be achieved.

The Reports were accepted and recommended for adoption.

Executive Secretary The Report was considered and it was considered that continued efforts should be mode

towards obtaining a relaxation or amendment of lATA Resolution 200 on the subject of sponsored free flights.

The Report was accepted and recommended for adoption.

The following Resolution was recommended for adoption in Plenary:

"That the Board of Officers should prepare a memorandum on the case for free flights by controllers, and issue it to Member Associations for use, at their discretion, in persuading their national carriers to facilitate free flights or to propose to lATA an amendment to l ATA R e s o l u t i o n 2 0 0 G . "

Report of Standing Committees Standing Committee III â&#x20AC;&#x201D; Finance

The Report was discussed and amendments made to the proposed "Terms of Reference for the Standing Committee".

The proposed allowances for members on official business was considered and it was

Appendix A 6

Agenda Item A. 2.1 thought that in vlew of the varying circumstances, it was preferable for the Federation to pay the hotel bills, with the daily allowance proposed by the Committee.

Appendix A. 6 The Report, with the amendments agreed, was accepted and recommended for adoption.

Page 73 following Resolutions and Recommendations were recommended for adoption in Plenary:

Resolution A. 2 'That the Terms of Reference for Standing Committee III, Finance, should be included in the Manual."

Resolution A. 3 "That allowances for members on official journeys on behalf of the Federation should be paid as follows:

a) Hotel bills should be paid. b) A daily allowance, as proposed in the Report of the Finance Committee. This allowance to be reviewed by the Board of Officers if changes in the cost of living so necessitate, and brought to the attention of the Annual Conference for approval."

Resolution A. 4 "That the Finance Committee should be oppointed from the association, of which the Treasurer is a member."

That the following Recommendation adopted at the Geneva Conference 1967 should be brought to the attention of Member Associations:

Recommendation A. 1 "Member Associations should make every effort to increase their membership and obtain Corporation Members."

A g e n d a I t e m A . 2 . 2 L e g a l S e a t o f I FAT C A

The Chairman of the Finance Committee submitted a paper (68.A.8 â&#x20AC;&#x201D; 1) on the question of the Legal Seat of the Federation.

If advantage was to be taken of the tax regulations in Switzerland, it was necessary to establish the Legal Seat of the Federation in that Country.

The Sub-Committee could see no objection to this and accordingly the following Resolu tion is recommended for adoption.

Resolution A. 5 'That the Legal Seat of the Federation be established in Switzerland."

Agendo Item A. 2.3 Standing Committee IV â&#x20AC;&#x201D; Environmental and Human Factors In Air Traffic Control

Appendix A. 7 During the discussion on the report, comment was made on the fact that nine Member

Page /o Associations had failed to complete the Questionnaire, for various reason. In view of this fact and that some considerable time had elapsed since its issue, the information received

was now somewhat out of date, it was considered it would be preferable to issue a new

questionnaire rather than attempt to up-date the existing information.

It was thought that concentration should be made on the Recruitment and Training aspect

of ATC and this task should be undertaken by a new Standing Committee.

The Report was accepted and recommended for adoption.

The following Resolutions are recommended for adoption.

Resolution A. 6 "That the Canadian Air Traffic Control Association be requested to undertake responsibi lity for forming Standing Committee V of the Federation to consider and make proposals on "The Recruitment and Training of Air Traffic Controllers."

Resolution A. 7 That Standing Committee IV issue a new questionnaire, replacing the present one, within three months and that Member Associations should be asked to complete this within a further three months.

Mr. G. Dunand of the International Labour Office addressed the Committee and explained, that his organisation was interested in the subject of working conditions and would wish to cooperate with IFATCA, and of course, ICAO. He mentioned that ILO co-ordinated the

views of Governments, employers and workers.

Agenda Item A. 2.2.2 Appendix A. 8 Page 77

Annual Membership Subscription Items A.2.2.2.1, A.2.2.2.2, A.2.2.2.3 were considered together.

The Treasurer and the President explained in detail the reasons for the proposal in Paper 68.A.12.

Parts II, III and IV were accepted in principal and are to be implemented when circum stances permit.

A long discussion took place on the proposals for increasing the income of the Federation.

Regarding a sliding scale proposal, Denmark opposed this in principal and thought the larger Associations should be prepared to pay more and the subscriptions of smaller Associations reduced. This was supported by Israel. The President thought this was un realistic.

28

Canada was in favour of the principle of sliding scale subscription. Agenda Item A. 2.2.2

Luxembourg and Israel and the Treasurer opposed the proposal for a minimum subscrip- Appendix A. 8

tlon per association.

Sweden also opposed the minimum fee but was in favour of a sliding scale.

77

The Canadian Association proposed that the principle of a sliding scale be accepted.

Sweden seconded. The proposal was approved by 15 in favour, 4 against and 2 abstained.

In discussing the details of a sliding scale, Canada pointed out the declining value of money each year.

The Netherlands and Switzerland stated they would hove to seek the approval of their

members. After many Associations had expressed their views, Hongkong proposed, and the UK seconded:

That for the Financial year 1969 the 3rd year of the proposal in Paper 68.A.12 be accepted; and that the 5th year of the proposal be adopted for 1971, subject to approval by Member Associations.

The first part — for 1969 — to be ratified within 60 days and the second port — for 1971 — at the next Annual Conference. On a vote 17 were in favour with 2 against.

The Sub-Committee recommend the following Resolution for adoption: "That in principle the amount of the annual subscriptions of Member Associations should Resolution A. 8

be decided on a sliding scale based on the number of members of an association."

"That for the financial year 1969 the amounts of the annual subscriptions should be based Resolution A. 9 on the 3rd year of the proposals in Paper 68.A.12; and that for 1971 those of the 5th year of the proposal.

These proposals to be subject to the approval of the Member Associations. For the year 1969 Member Associations to ratify within two months and for 1971 to indicate approval or otherwise at the 1969 Annual Conference."

A f fi l i a t i o n

Fees

Agenda

item

A.

2.2.3

It is recommended for Plenary that the present system of payment of affiliation fees conti- Resolution A. 10 nues with the exception that the maximum fee payable be £ 200.

Corporate Membership A paper from the Canadian Association was discussed. The Committee recommends the

following resolution for adoption: "That an Air Traffic Control Association qualifying for professional membership be de clared ineligible for corporate membership."

R e s o l u t i o n A . 11

Manual

Agendo Item A. 3.1

After verbal explanation from Executive Secretary the report was accepted.

Constitution

nda Item A. 3.2

As a result of discussion of Canadian papers 68.A.24 and A.25 and because of the heavy workload of the Board of Officers it is recommended to Plenary:

"That Standing Committee VI be formed to study Constitution and Administrative Policy.

Terms of reference to be drafted by the Board of Officers and 1o include consideration of the above-mentioned papers."

Arising from the Report of Standing Committee III the following changes to the constitu tion are recommended to Plenary.

Article Hi — Finance 6. Liabilities 6.1. second line

"the budget shall in principle provide for a credit balance; affiliation fees shal not be budgeted."

Delete the following sentence: Affiliation fees are to be added to the reserves.

Budget

1968

and

1969

Agenda

item

A.

2.2.1

The treasurer presented the budget. Following an explanation and short discussion the Appendix A 9 Budget was accepted and recommended to Plenary for adoption.

29

Agenda Item A. 4 Nominations It is recommended to Plenary the following c a n d i d a t e s s h o u l d b e e l e c t e d :

Hon. Secretary

Mr. M. Cerf (France) Mr. G. Atterholm (Sweden) Mr. H. Guddat (Germany)

Treasurer

Mr. B. Ruthy (Switzerland)

President 2nd Vice-President

Agendo Item A 5 Regionol Orgonisotions Agendo Item A. 5.1 The reports of the Regional Liaison Officers of Austria, Canada, New Zealand and Uruguay were accepted and recommended for adoption. The Committee expressed their apprecia tion for the work done by these officers.

Agendo Item A. 5.2 Terms of Reference for Regional Liaison Officers The following resolution is recommended for adoption:

Resolution A. 14 "That the proposed terms of reference as presented in Papers 68.A.21 and 68.A.21 â&#x20AC;&#x201D;1 be referred to the Board of Officers for further consideration IFor presentation at next annual conference."

Agendo Item A. 6 ATC International Academy Mr. J. Wachtel (Israel) presented a verbal report to the sub-committee and indicated a lack of any substantial progress since his last report. It was further indicated that a written sum mary of this question will be provided in the near future. A vote of thanks was expressed

to the Israel Association for their work on this project and it was decided that this matter be referred to the proposed Standing Committee V.

Agenda Item A. 7 Legal Aspects in ATC The report of the Canadian Association was accepted and recommended for adoption by Plenary.

Agenda Item A 8 Loss of Licence Insuronce

The report of the Swiss Association was accepted and tabled for consideration at the 1969 Conference when it was expected additional information would be available.

Agenda Item A. 9 Annual Conference 1969 It is recommended to Plenary that the 1969 Conference shall be held in Belgrade (Yugo slavia) on 24th to 28th March 1969.

After discussion it was agreed to recommend to Plenary that provisionally the 1970 Con ference should be held in Montreal (Canada). Tentative invitations were extended by the Irish and Greek Associations for 1971.

Agenda Item A. 10 Appointment of Standing Committees it is recommended that the following Associations assume responsibility for these com mittees.

Standing Committee II Germany Standing Committee III Switzerland Standing Committee IV Ireland Standing Committee V Canada Standing Committee VI Netherlands

30

Any

Other

Business

Agenda

item

a.

n

On a proposal from the Treasurer it is recommended to Plenary that the following Resolu- Agendo item A. n.l tion be adopted.

"The Swiss Franc shall be the monetary unit of the Federation." Resolution A. 15 Following a verbal report from the President on the Venezuelan membership difficulties the Agendo Item A. 11.2 following resolution is recommended for adoption by Plenary.

"That a reduction in the Annual Subscription fee for 1967 be approved as requested." Resolution A. 16 A general discussion ensued on the need for prompt answering of questionnaires and Agendo Item A. 11.3

early preparation of committee and officer's reports so that the Associations might have these available well in advance of the Annual Conference. It was agreed that the Officers

would give further consideration to increasing the working time available at these con ferences.

Report of Sub-Committee B Report of the Officers 1st Vice-President

The report was accepted and recommended for adoption.

Appendix B. Page 84

2nd Vice-President

There was no report from the 2nd Vice-President as this office is vacant at the present

Report of Standing Committee I Te c h n i c a l a n d P r o f e s s i o n a l M a t t e r s

The report of the Chairman was accepted and recommended for adoption.

Appendix B. 2 Page 87

Work Study Programme Formulation of agreed policy for inclusion in the Manual Paper 68.B.4 was accepted in the format as presented to Conference.

Recommendations for the progressive elimination of VMC clearances for IFR flights Agenda Item B 3.2 It is resolved that VMC clearances to IFR flights should be eliminated immediately; Resolution B. 1 a) In circumstances in which separation can be provided by alternative means such as radar.

b) c) d) e)

At night.

Above flight level 200.

For "on-top" holding and cruising.

For the facilitation of level changes between en-route aircraft on reciprocal tracks.

f) For the expedition of aerodrome traffic during the departure and approach phases of flight.

It is resolved that the subsequent total elimination of VMC clearances to IFR flights should Resolution B. 2 be achieved by the following progressive steps: a) For the facilitation of all level changes between en-route aircraft.

b) For facilitation of separation between en-route aircraft on crossing tracks at the same level.

Responsibility for the initiation of VMC clearances t o I F R fl i g h t s It is resolved that in circumstances where their use is still permitted VMC clearances to Resolution B 3 31

IFR flights should only be issued at the specific request of pilots. Prior to such clearances being issued, essential traffic information should be passed.

C l e a r a n c e s t o c o n ^ t r o l l e d fl i g h t s t o m a i n t a i n o w n s e p a r a t i o n f r o m o t h e r c o n t r o l l e d fl i g h t s b y d i r e c t v i s u a l r e f e r e n c e Resolution B. 4 It is resolved that, in order to facilitate changes of level behveen en-route traffic in close proximity to each other or to facilitate the flow of traffic in the vicinity of airfields, ATC should be authorised to clear controlled flights, to maintain their own separation from other controlled flights by direct visual reference, provided that: a) radar separation cannot im.m.ediately be provided between the aircraft concerned, and b) (1) In the vicinity of aerodromes One of the controlled flights has identified the other visually and has accepted responsibility for maintaining separation visually from the other until horizontal or vertical separation is established or re-established; or (2) En route level changes

As for b) (1) above except that the consent of both pilots must be obtained; and c) Severe turbulence is not known to exist.

Agenda Item B. 3.3 Radio Communication Failure Procedures

Recommendation B. 1 It is recommended that Conference endorse Standing Committee I's continuing action on this subject in cooperation with IFALPA RAC/COM Study Group and authorise the pre sentation of a joint IFATCA/IFALPA Working Paper at the ICAO 6th ANC Meeting in 1969, provided that the paper is accepted by Member Associations.

Agenda Item B. 3.4 Procedures for Primary Radar

The report by Standing Committee I was accepted.

Agenda Item B. 3.5 Report of the ICAO Automation Panel

The report of the Irish Association was accepted.

Agenda Item B 3.6 Civil/Miiitory Co-ordination

Conference recommends that the title of the subject Civil/Military Co-ordination be amend ed to read;

Recommendation B. 2 "Civil/MIlltary co-ordination in relation to the unification of the Air Traffic Services and the utilisation of the airspace."

Agenda Item B. 3.7 SSR in the ATC Environment

Recommendation B. 3 It is recommended that Paper 68.B.10 be adopted as study material for the preparation of a Working Paper. The Paper as amended to be circulated to Member Associations for further comment.

Agendo Item B. 3.8 Consideration by Member Associations of ICAO Documents Conference agreed to refer the amendments received from the Danish, Swiss and German Associations to Standing Committee I for consideration.

Agenda Item B. 4 Co-operation with International Organisations Reports 68.B.12 and 68.B.12 â&#x20AC;&#x201D;1 were accepted.

Agenda Item B. 5 Appointment of Standing Committee I Agenda Item B. 5.1 The United Kingdom Guild of Air Traffic Control Officers was re-appointed as Standing Committee I for the year 1968/69.

32

Work Programme

Agenda Item B. 6

It is resolved that the Work Programme for the year 1968/69 should be:

a)

Standing

Committee

I

Resolution

e.

5

(1) Formulation and review of existing policy for inclusion in the Manual.

(2) To prepare briefs for the 6th ANC on the following Agenda items: A.G.I Separation of aircraft by Air Traffic Services para. (2) and (4).

A.G.2 Control of VFR flights, paras. (1) and (2).

A.G.4 Reporting of position for ATS purposes.

A.G.6 Application of SSR.

(3) Investigation of the Rhodesian Controller/Pilot paper on the application of the Semi circular rule.

b) Netherlands

(1) Review of ADP procedures contained in PANS/RAG in conjunction with the French and Italian Associations.

(2) Procedures for Primary Radar. c) Ireland To prepare briefs for 6th ANC on the following Agenda item:

A.G.2 Control of VFR flights paras. (3) and (4). d) Canada To prepare briefs for 6th ANC on the following Agenda item: A.G.8 Reporting and avoidance of turbulence paras. (1) and (2). e) Germany

Civil/Military co-ordination in relation to the unification of the Air Traffic Services and the utilisation of the airspace.

Any

Other

Business

Agenda

item

b

i

Policy Papers It is recommended that the Committee for the review of the Constitution be requested to Recommendation B. 5

examine the manner of processing papers expressing IFATCA Policy and which are intend ed for presentation to ICAO. North Atlantic Separation It is recommended that the paper submitted by the Canadian Association entitled* "An Recommendation B. 6 examination of North Atlantic Separation (Fligh level)" be referred to Standing Committee I for their consideration.

Sub-Committee

Procedure

Agendo

Item

B.

7

1

The German Association proposed a recommendation seconded by the Dutch Association regarding the conduct of business in Sub-Committees.

After debate the recommendation was voted upon and fell by 9 votes to 7 votes.

an UmpoHcmt date- (oil tiote&ttoh 24th to 28th March 1969 8 t h A n n u a l I F AT C A C o n f e r e n c e

Belgrade, Yugoslavia

33

Final Plenary Session Agenda Item P. 8 The final Plenary Session convened on the 25th April.

The Executive Secretary took the Roll Call of Member Associations. 23 were present.

Charters of Affiliation were presented to Member Associations and Corporation Members.

Agenda Item p 9 Report of Sub-CoiTimittee A The Chairman, Mr. D. J. Eglington (Ireland), reported on the work of his Sub-Committee.

Regarding Resolution A.9, The President proposed, and the United Kingdom seconded: "That for the year 1969, the normal ratification procedure applies (The Constitution Part IV, Para. 6). For 1971, approval or otherwise should be indicated at the 1969 Annual Con ference."

The proposal was carried unanimously.

The Report of the Sub-Committee was accepted unanimously.

The President thanked the Officers and Members of the Sub-Committee for their work.

At this stage in the proceedings, the President welcomed the newly elected Officers of the Federation, Mr. Maurice Cerf (France) as President; Mr. .Gunnar Atterholm (Sweden) as

2nd Vice-President; and Mr. Horst Guddat (Germany) as Fionorary Secretary. Mr. Bernhard Ruthy (Switzerland) had been re-elected as Treasurer.

The President invited the new Officers to join him on the platform, prior to their taking office at the close of the Conference.

Mr. Maurice Cerf addressed the Conference on behalf of the newly elected Officers.

He said he was grateful for the confidence shewn by the Conference in electing him. He realised that taking over the office of president from Mr. Tekstra was a difficult task, for his strong personality had made a deep impression on all those who hod met him.

The first years of a federation are always difficult ones, but since the Frankfurt meeting in 1959, Mr. Tektra's presence in office as President, had had a great influence on the deve lopment of the Federation, and its success had been to a considerable extent due to his

efforts. He would not dwell on his qualities of leadership as these were well known to all.

Mr. Cerf said the other newly elected Officers wished to be associated with him in ex pressing their appreciation of the confidence shown in them by the Member Associations.

Agenda Item P. 10 Report of Sub-Committee B The Chairman, Mr. A. Field (UK), reported on the work of the Sub-Committee.

He said the deliberations had reached a high standard and he understood that Observers had been impressed by the standard of the debates.

The report was accepted unanimously.

T h e P r e s i d e n t t h a n k e d t h e O f fi c e r s a n d M e m b e r s o f t h e S u b - C o m m i t t e e .

Agendo Item P. 12 Any Other Business Presentation to the retiring President, Mr. L. N. Tekstra Mr. J. R. Campbell (Canada), 1st Vice-President said: "At this meeting, being the Final Plenary session of the 7th Annual Conference, one is reminded of the old phrase 'Tempus fugit'.

Looking back over the post months to the year of the Federation's foundation meeting, when our honourable President, Mr. Tekstra, was unanimously elected to guide the Federa tion during its years of initial development, one cannot easily envisage that it was so long ago.

As the memorable performance at the Opera the other evening exemplified, our President from the Netherlands has indeed navigated our Federation through its most difficult periods to date.

V^ithout his untiring efforts and dedication to the advancement of Air Traffic Control and 34

the profession itself, the enviable position of growing respect and prominence which the Agenda Item P. 12 Federation now enjoys within the world's aviation community of today might never have been possible.

In recognition of such outstanding guidance and exceptional leadership, it is indeed a pleasure for me, on behalf of the Directors, the individual Member Associations and the Board of Officers of this Federation to present to him on this, the occasion of his retire ment from the office of President of IFATCA, this beautiful pocket watch as a memento of

our appreciation of his exceptional service to the Federation.

May it assist him in planning his future activities and, additionally, may it's fine jewelled

Swiss movements, give him 'Smooth Sailing' as IFATCA's own legendary 'Flying Dutch man' for many years to come."

Mr. J. Beder, on behalf of the Uruguayan Association, presented Mr. Tekstra with a cow hide writing cose, as token of the appreciation of his Association for the work done for IFATCA. He said it was a small present from a small country.

Mr. Wochtel (Israel) said that from the inauguration of the Federation in 1961 in Amster dam, it had grown to 26 Associations from all parts of the world. It had received recogni tion in aviation circles and he thanked Mr. Tekstra for his devoted efforts to further the interests and prestige of the Federation.

Many other Associations associated themselves with these remarks.

Denmark proposed and Rhodesia seconded that:

"The Board of Officers develop a suitable scroll for the recognition of Outstanding Service given to IFATCA, and that the procedure associated with such an award shall be incor porated in the Manual. It is further resolved that the first recipient of such on award shall

be our retiring President, Mr. L. N. Tekstra, in recognition of his devoted and untiring efforts in providing outstanding leadership and services to the Organisation since its inception."

The proposal was carried unanimously.

35

Agenda Item P. 11 Addresses by Members, Guests, and Observers Mr. A. Stefanovic,

President of the Yugoslavian Air Traffic Controllers Association He expressed the appreciation of his Association for the hospitality of the German

Association, and he cordially invited Member Associations and Corporation Members, and other interested organisations, to his country for the next Annual Conference of the Fede ration in 1969.

Mr. J. D. Lyon, President of the Canadian Air Traffic Control Association He thought all members would wish to thank the President for his efforts for the Federa tion. On behalf of the Canadian Association he expressed his thanks to the Conference organisers, and the Conference Secretariat for the preparation of Conference papers.

He also thanked the German Association for being such marvellous hosts.

Mr. Tirey K. Vickers, Editor of the The Journal of Air Traffic Control,

of the Air Traffic Control Association, USA The ATCA wished to extend an invitation to all members of IFATCA to attend their annual

Convention in San Francisco on 14 â&#x20AC;&#x201D; 16 October, 1968. Official invitations would be sent

out in the near future. With the co-operation of the FAA, visits would be arranged to the Washington and Chicago Centres and Towers and to NAFEC. He thanked the President for his work, and the German Association for their hospitality.

Major Domlnico Sllla, Ministry of Defense, Italy Guild of Italian Military Air Traffic Controllers

As representative of the Italian Military Air Traffic Controllers Guild, Ministry of Defense, I was very pleased to come here as Observer to the 7th IFATCA Annual Conference. It is

the first time I have had the pleasure to participate and I can assure you that the matters dealt with in Sub-Committee B, which I attended, were very interesting. I wish in this con text to express to the IFATCA President a warm thanks for the kind invitation to the

IFATCA Conference, on behalf of the Ministry which I represent. I would, finally, thank the German Association for the splendid organisation of the Conference and for our stay in Munich.

Mr. H. M. Koemans, International Council of Aircraft Owner and Pilot Associations Apart from the personal pleasure of meeting here again many wellknown Air TroFFic Con

trollers after I attended your Brussels, Vienna and Rome Annual Conferences, I am glad to say that I always very much enjoy to feel around me the stimulating spirit of people

who deal with aviation in their daily work. This experience is there, regardless of the fact whether my organisation agrees with every word said here. I think that it is far more important to realise that there are not too many basic differences between your organisa

tion and lAOPA and on top of that between the International Federation of Air Line Pilots Associations, IFATCA and lAOPA. This last remark is based upon the outcome of dis cussions at IFALPA's recent annual meeting in Oslo. At many ICAO meetings I saw quite a few air traffic controllers in official State delegations, so that they could feed established IFATCA policies into ICAO. I learned furthermore that your organisation will attend the 6th ANC early next year in the status of observer. Also this is a healthy development which

will help to study existing problems from all angles. At other formal and informal occa sions I stressed too the fact that our organisations should look at what combines rather than at what divides. I assure you that possibilities for combination and co-operation out number by for the differences. Something, however, must be left to have a nice flight. In this spirit my organisation offers you again full co-operation.

36

M r . F. J . C r e w e , E l l i o t t B r o t h e r s ( L o n d o n ) L i m i t e d A g e n d a I t e m P. 1 1 He spoke on behalf of the Corporation Members of IFATCA and said he would like to thank the Federation for the example of what could be done by hard work. The Corpora tion Members had been impressed with the discussions and had taken note of what had been said.

The Corporation Members were always willing to assist the Federation in advising them on technical matters and equipment. He oFFered their support to Mr. Maurice Cerf, the new President.

He thanked the German Association for their hospitality and also the Municipality of Munich, a city none of them would ever forget.

Mr. G. M. Waller^ Federal Aviation Administration, Brussels Office He had found the discussions very interesting and he thanked the President and the Ger man Association for their wonderful and customary hospitality. He had always experienced this in Bavaria, which had been his former home for some years.

On behalf of the FAA in Brussels he offered the use of his Office for any help that might be required, Brussels being possibly rather more convenient to most Associations than Washington. He offered also, his co-operation to all members.

Mr. A. Pitas, The Air Transport Association of America On behalf of the ATA, he thanked the President and the German Association for their

excellent organisation. He wished Mr. Maurice Cerf, the new President, good luck, and said he was confident he would do a fine job. He said he would like to thank the organisers of the Conference for the interesting programme arranged for the wives of the delegates.

Major Zoerlein, USAF Flight Service He said he was grateful for the opportunity to be present, as he found it was a great pleasure to fly in the area of Bavaria. As a service pilot he could appreciate the work done by controllers. Flying required planned working in the air and on the ground. He thought the work done at the Conference would help to realise greater efficiency.

H e w i s h e d t h e F e d e r a t i o n s u c c e s s i n t h e i r e ff o r t s .

Mr. P. A. Broca, Eurocontrol He thanked the President and the German Association for the excellent arrangement of the Conference, and wished the Federation a successful future.

Mr. A. Magnee, International Airline Navigators Council He thanked IFATCA for inviting the lANC to be represented at the Conference and thanked the German Association in particular for the efficient organisation of the event.

Mr. P. Schmidtleitner, International Federation of Air Line Pilots Associations He said he wished to congratulate IFATCA on the growth of the organisation. He was pleased to note that co-operation between the two Federations was increasing, and he hoped this trend would continue, as he was sure this would contribute to the progress and efficiency of air navigation.

He thanked the German Association for the excellent arrangements and for their hospi tality.

The

President's

Closing

Address

Agenda

item

In my Opening Address I made a comparison between the first exploratory meeting in Frankfurt in 1959 and to-day's meeting. It may seem a short period but it has been a long way from Frankfurt to Munich. In these years you hove trusted me with the primary re sponsibility for this Federation.

Thanks to the cooperation of my fellow Officers and the members of Standing Committees, I have been able to complete the spadework for our organisation. Munich must be the

P.

13

Agenda Item P .13 beginning of a new period, and for this reason 1 have decided to step down from this responsible position.

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

The responsibilities of the office of President are a heavy burden for its occupant. The experience is often gratifying and enjoyable, but the burden always remains, knowing full well that the requirements are too high to be met, if even for 50%.

I am extremely grateful for the confidence and loyality you hove extended to me, and which you have confirmed again this afternoon by your motion of recognition and this

beautiful present. Thank you very very much, I con assure you they will be treasured memories.

I hope and trust that the same confidence will be given to my able successor and his pro

mising team of Officers. It is only together and by a joint effort that results can be reached, and I have no doubt that they will continue to build the house of IFATCA on the founda tions laid by their predecessors.

In a number of speeches over the years I have expressed my belief in the co-operative approach to solving the problems of ATC, thereby gradually gaining the recognition for the ATC profession that is due to it.

Please do not think we have arrived, we have only just started. Every Member Association must now take up its responsibility under the terms of our Convention. If this is done, I have no doubt that in the coming period IFATCA will flourish and thrive towards an inter nationally recognised voice of the ATC profession.

On behalf of the Board of Officers I would like to extend the expression of our heart felt gratitude to the members of the German Air Traffic Controllers' Association who have

organised this Conference so efficiently, and for the spendid social arrangements. "Gemut-

lichkeit" is the keyword to all the hospitality extended to us, brilliance was brought in by the splendid opera performance.

Thank you, Joe Pescht, Bernhard Schuler, Wolfgang Kassebohm and all the workers behind the scene, it's been wonderful.

May I now call on Mr. Kassebohm to move the closing of this Munich Conference.

Closure Mr. W. Kassebohm, the President of the German Air Traiffc Controllers' Association, thank

ed those who had expressed their satisfaction with the organisation of the Conference, and said it had been a great pleasure to the Association to act as hosts.

He thanked his colleagues and all those who had assisted in the preparations for the Con ference, and those organisations which had generously sponsored the social arrangements.

He proposed the closure of the Conference.

The proposal was carried unanimously.

The President of the Verband Deutscher Flugleiter, Wolfgang Kassebohm, announcing the closure of the Conference.

38

T h e M o v e To w a r d s A u t o m a t i o n i n A i r T r a f fi c C o n t r o l

Summary of Discussion during The Corporation Members' Panel on 26th April, 1968 compiled and edited

by W. E. J. Groves

In what has become an established practice, a discus sion panel with IFATCA Corporation Members was held on the last morning of the Conference, under the Chair manship of Walter Endlich. Progress in the automation of ATC formed the topic under review. The Chairman opened

Digital Radar Plot Extractors,

by Dr. Heinz Ebert, Telefunken

the Session at 9.30 and introduced the Panel:

The Digital Simulator as a Tool for ATC Automatic Data Processing

M r. A r n o l d s Te l e f u n k e n

M r. B r a y F e r r a n t i M r. C r e w e E l l i o t t A u t o m a t i o n

Mr. Mr. M r.

Mr.

Groves Decca Navigator Grijseels N.V. Hollandse Signaalapparaten P i t a s ATA ( U . S . A ) Shipley Cossor

Mr. Strudwick Solartron

Mr. Vickers ATCA (U.S.A.) In his opening remarks, Mr. Endlich drew attention to

Fail Safe Multi Computer Systems in ATC

by H. Teiber, Telefunken

by F. J. Crewe, Elliott Automation Talking to Computers

by R. N. Harrison, Solartron Electronic Group.

These papers provided valuable background infor mation for the discussion. He also said that he hoped the ensuing debate would concentrate upon the operational and human aspects of ATC automation since these must

undoubtedly hold the major interest for the many prac

the following articles published in the April/June, 1968,

tising controllers attending the Conference. He then called upon Mr. Jan Smit, Chief Operations ATC, RLD, Holland

issue of â&#x20AC;&#x17E;The Controller":

to launch the discussion.

Introduction

by J. S. Smit, Netherlands Dept. of Civil Avict C h i e f O p e r a t i o n s AT C

It is a great honour for me to have been invited by

IFATCA to present an introduction to todays Panel discus

automation in ATC. This becomes more apparent when we consider the word automation a bit more deeply.

sion. I have thought deeply about what to say, because the

The word is meant to express automatic data proces

move towards automation is a subject which may lead

sing. And here we come to the pith of the matter:

discussion In many directions, which could seem to be divergent or even contradictory. This could happen, for instance, if one tried to answer the question of where to begin.

There is, however, an angle to â&#x20AC;&#x17E;the move towards automation" which, I believe, is common to any type of

processing of data.

Never before did we have equipment which could do this. Radio and telephone channels, handwritten strips and manual flight progress boards gave the controller means to communicate data, to memorize data and to display

data. And, although one might argue about the question 39

whether or not there is an engineering iustificction for calling a radar display system the processing of data, may

I, please, from the controllers point of view, object to anybody calling a radar display anything better than raw

data

...

Now, what do controllers do with all this. They them selves do all the processing of the data, including cal culations, data distribution, data formatting, display, iden

tification, updating, data transfer, etc. Although there are some rules to be obeyed, controllers are given, or â&#x20AC;&#x201D; if you prefer â&#x20AC;&#x201D; are left with, a substantial freedom as to how exactly do this. As a result, even within one and the same centre, controllers have become individualistic specialists.

nal system designers to free themselves up to a certain extent from detailed controller problems... Not with the objective to forget, but in order to consider those problems in the wider context of a total system. Only such an approach will make it possible to tackle the problems of air traffic control at the roots, which is a must for a true b e n e fi c i a l m o v e t o w a r d s a u t o m a t i o n .

We must be cautious not to lose ourselves in solving

isolated problems and forget to really move. There is nothing against developments which help to alleviate cer tain problems. They are welcome! But we should neither be fooled nor fool ourselves. The move towards auto

mation has a far greater potential, which we must fully

This feature has been stimulated out of sheer necessity: in

exploit. This is a far greater task and also a for more

spite of increasing traffic densities, controllers were left to

difficult task than supplying technical equipment to con trollers. The latter approach has been followed for much too long a period already...

When we introduce a computer into on air traffic control environment, it is quite natural that one has to re organize. The present manning, sectorization and working

do the job with basically the same tools they had had for many years.

And now automation is introduced to this very con troller. This implies that many details are standardized that were never standardized before and that rules are

given to the controller for matters for which he never saw a rule before.

Let us be grateful that we finally get the equipment to

make an ATC system (as distinct from a group of people who together constitute an ATC unit). But let us realize that this move towards automation implies a

penetration into the controllers working method in a way which was never done before.

We need computers, automatic displays, data links,

methods are based on controllers doing all the processing

of data. A computer gives a completely new basis, which requires that the totality of centre-organization and working method has to be re-considered in every detail in order to arrive at the most logical organization and the best working methods with the use of data processing equipment. And, although the equipment will only do part of the data processing, yet the totality of the system must be included in the study to ensure good compatibility of

radar digitizers and other technical developments ... we

the automated and the non-automated parts.

need them badly. But we must ensure the logical coherence of all these novelties and ft them correctly into the total

in a decrease of control staff. There are many cases where

ATC environment. And above all, we must be extremely

controllers are overloaded but there was no chance of

careful to see that automatic and human processing cor

splitting up their work because of the consequential in crease of coordination and updating load having an

respond in every detail. This is a lengthy and difficult task

as it requires a detailed study and analysis of how men and machine can be unified, how they can supplement

Automatic data processing will not necessarily result

adverse effect. Automation may change this picture and could therefore result in an increase of controllers. But

each other and how they can together do air traffic

it would give a decrease of controller-workload and in

control. This requires not just a statement of operational requirements in general or more exact terms, but it requi res a profound investigation as to how we shall employ automation to achieve the best result. Such a study may

many ATC-units automation would do a wonderful job if it did just that...

well lead to the need to re-organize an ATC centre in order to achieve that result. This is normal in automation

in general and we should not be afraid to do so in ATC. What I want to emphasize is that, because this equip ment carries out data processing and directly affects the

way we carry out air traffic control, we cannot just give this equipment to controllers and leave them with it. We must start the move towards automation with an opera tional system design, which certainly should take into account what can be done technically, but which primarily i s a n o p e r a t i o n a l r e s p o n s i b i l i t y. O p e r a t i o n a l

system design requires a closer teamwork of operational

and engineering staff than was ever needed before. The move towards automation can only be successful when

system engineers and operational system-designers speak

the same language: and there is only one language they

can speak, i.e. the language of air traffic control! If they don't, the maximum we may ever expect to get is some

improved tools. If they do, we will be able to really help

the controllers by building an air traffic control system.

Indeed, I ask system-engineers of administrations as well as of industry to concentrate very deeply on how air craft are controlled. But, at the same time, I ask operatio 40

In the move towards autom.ation we must be aware

that the majority of the controllers is not absorbed in system-design teams, but is left to do the daily job of controlling aircraft. They will, therefore, look at auto mation from an entirely different angle. In order to achieve that the move towards automation will be carried

out succesfully, it is essential that this aspect is taken into consideration from the very first beginning of systemdesign, as it may considerably influence that design and

the successive steps in which automation will be im plemented.

The move towards automation will bring about changes

in the operational organizations and in the working methods. This not only requires careful thinking by systemdesign teams. It also requires a thorough introduction in order that controllers will understand. Not every indivi dual controller will always agree to every detail of an automation program, but I believe that in general con

trollers who have a positive attitude towards their profes sion will welcome automation because of its great prospects for air traffic control. And controllers do have that positive attitude. If they didn't, I doubt wheher we could still speak about existing control of air traffic.

The air traffic forecasts for the next five, ten and twenty years are alarming for air traffic control.

I believe that automation can make us go on to control air traffic safely and orderly provided that the move towards automation is carried out timely and correctly.

As a conclusion may I, once more, plead that auto mation is used not just to supply more equipment to controllers, but that is used to build air traffic control s y s t e m s to really help our controllers into the seventies.

This they need and this they deserve!

Mr. Grijseels (Signaal) agreed with the implications in

Mr. Hayward's question that changes would inevitably be needed after installation of automated equipment.

Industry had a responsibility to participate in any changes necessitated by problems which arose after installation and which perhaps could not have been foreseen in the planning stage. This was another reason for the close co-operation which must exist between controllers and

industry. Just as it was essential to employ ATCOs and

Composition of System Design Groups for ATC Automation

Mr. Endlich said that the views expressed by Mr. Smit highlighted a number of problems, not the least of which was the danger that industry might design and produce â&#x20AC;&#x17E;black boxes'' which were not subject to a proper system design. Has industry a responsibility in this connection?

Mr. Grijseels (Signaal) felt that there was some danger that industry might build and proffer equipment which was not specifically suited to the task. Before producing equip

ment, it was essential to establish a systems analysis group comprising air traffic control officers and systems en gineers. He further considered it essential to have con

trollers in current air traffic control practice as members of such an analysis group.

Mr. Crewe (Elliott) said that in order to avoid such dangers, guidance from the customer must be concise and precise. Even though it was the practice of manufacturers to employ operational staff, often with air traffic control experience, an accurate definition of the requirement, as stressed by Mr. Jan Smit, was essential.

Mr. Stalpers (Holland) wondered if controllers in cur rent practice would be qualified to participate in systems analysis groups and asked whether they should have training in system design. Mr. Grijseels felt that it was not necessary for controllers to be qualified engineers and Mr. Bray (Ferranti) made the point that the employment by industry of ex-ATCOs was not sufficient. It was still essential for the customer to employ staff who understood system design problems and the implications of their

requirements on the system software. He considered it most important that the writing of detailed system specifi cations should be a joint effort with very close liaison between customer and supplier. It was a major responsibi lity of industry to help the ATC authorities to learn about system engineering.

Mr. Arnolds (Telefunken) said that his company did a great deal of systems design and found that controllers employed by industry were of very great value. He agreed that their knowledge of current ATC practice would get somewhat out of date in time but he felt that they could provide a very valuable service. Mr. Crewe's opinion was

system engineers in a system analysis group when defining

the requirements for automation, so it was necessary to keep young controllers as programmers and to keep in dustry informed and participating in the postinstallation stage, since automation was an evolving and continuing process.

Mr. Pitas (ATA) introduced a new note by reminding the audience that the airlines spend considerable time and effort studying the development of ATC systems since such systems are vital to their efficiency. Airports, air traffic

control, navigation aids and all-weather systems were all very vital for an efficient and economic transportation system and he felt that the airlines had a contribution to

make towards ATC system design.

Dangers of Isolated Development in ATC Automation

Mr. Stalpers (Holland) was of the opinion that whilst controllers and the industry each had need of the other,

there was a very real danger that if each country devel oped its own system between controllers and industry, ^islands" of automation would grow up wherein each national system may be unrelated to the systems in adja cent countries. He posed the question to the Panel: What co-operation should be fostered between industry and

what role can IFATCA play in this co-operation in order

to avoid the dangers of a number of automated systems developing in isolation?

Mr. Pitas (ATA) cited an example in the U.S.A. where the New York Centre computer does not â&#x20AC;&#x17E;talk" direct to ATC at J. F. Kennedy Airport; this was an example of an island-type of development which should not be allowed to persist. It was essential to have automatic handover of traffic between automated ATC units if controller work load was to be decreased.

Mr. Vickers (ATCA) instanced the formation by the FAA of a CAPCOM committee which was set up to bring con trollers together into a small group to discuss their ex perience with ATC techniques employed so far and to suggest means of overcoming any problems which arose.

Recommendations from this committee have already resul

ted in certain manual changes to improve system efficiency.

that industry could and should employ controllers and it was the responsibility of industry to provide the oppor

question by saying that Mr. Stalpers was referring to the

tunity for such employees to maintain constant touch with

help that controllers in IFATCA from those countries who

air traffic control. On the same theme, Mr. Shipley (Cossor) considered that before a system was specified, it was

necessary to specify the sort of people who would be

doing the specification of the system. In this context it was essential to have engineers who think air traffic con trol, combined with air traffic controllers who have the

aptitude to specify what is wanted.

Mr. Hayward (U.K.) asked whether and to what extent

Mr. Smit brought the discussion back to the original

already have experience of automation could provide in ensuring uniformity between automated systems. For example, Holland, France, Germany, the United States, the U.K. all employ some degree of automation in ATC and all are planning further progress into this field. Diffe rent problems and experiences have been evident in these developments and IFATCA controllers could bring these experiences together.

industry considered that it had a continuing responsibility for the equipment provided after the system had been

The general opinion of the Panel was that isolated development in neighbouring countries posed a real

introduced.

dangerwhich should be recognised and avoided. However, 4

the highly competitive nature of the air traffic control

which, at any one time, would hove developed to a

electronics and automation industry also had to be re

different stage of automation.

cognised and whilst industry would co-operate to the full

Mr. Smit (Holland) pointed out that by setting up mes

to avoid the situation where one system of automation was not directly compatible with an adjacent system, the normal commercial processes in a highly competitive in

sage formats, ATCAP had considered that they were con tributing to the standardisation of automation. Message

dustry must also be recognised as a contribution to the efficient production of hardware.

Mr. McCluskey (U.K.) introduced a new note on the theme by remarking that when automatic systems are being planned, industry should remember not only those controllers isolated within their automated systems but also those isolated without automated systems.

Mr. Strudwick (Solartron) asked for the views of IFATCA

standardisation, but at least the format of messages must

members from countries outside Europe,to which Mr. Ayres

and this process must in some way contribute towards

(Hong Kong) replied that in the Far East, Japan was likely

standardisation. He would like to hear the Panel's views

to be the first to enter the automation field. Hong Kong would probably be second but this would be perhaps a year or two later. The situation was thus likely to arise that

on this aspect. The Chairman put it to the Panel that efforts were being made by Administrations to change the type of ATC message to accord with the ATCAP format and the question posed to the Panel was: Did they consider

these two countries would be employing automatic tech

format alone would not by any means ensure complete have an effect upon mated systems and standardisation. Some installed and working

the type and organisation of auto therefore must contribute towards ATC centres already had computers and it would take time before they

could be modified to conform to ATCAP message formats.

Any new automation in air traffic control facilities should obviously be designed to conform to the ATCAP format

niques and would form small islands of automation within large areas wherein manual control was still employed.

This presented the reverse of the problem mentioned

that this would contribute towards standardisation in auto

earlier wherein small areas of manual control systems existed within large areas employing automatic techniques.

Mr. Martucci (IBM, Italy) felt that the ATCAP messages format would not greatly change automation software.

In response to the Chairman's summary of the discus sion so far, the Panel considered that much benefit could accrue if the industries which they represented could hold

periodic meetings with IFATCA to exchange information and experience on automation.

mation and to what extent would it condition system design and organisation?

Mr. Smit answered that a computer in an ATC centre must

produce the data from which a message for on adjacent centre would be formed. If the system in the centre is so designed that the data is produced in accordance with the required format, then this must contribute towards stan dardisation.

Standardisation of Data Exchange between ATC Systems During the preceding discussion, it was apparent that

considerable concern was felt at the prospect of the

growth of â&#x20AC;&#x17E;islands of automation" and of course Its con verse, â&#x20AC;&#x17E;islands of non-automation". The particular cause for concern was the problems which might arise in the exchange of data between automated and non-automated ATC Centres. It was recognised that organisations such as Eurocontrol could assist in the standardisation of techni

ques and procedures and it was also noted that ICAO was to set up on â&#x20AC;&#x17E;Automatic Data Interchange Systems" (ADIS) Panel to examine the need for standardisation in techni

ques employing ground/ground, ground/air and air/ground data links. Reference was also made to the work done by the ICAO ATC Automation Panel (ATCAP), now comple ted, and the Chairman queried whether the Panel had not already solved to a certain extent the problems of data exchange between automated and manual systems.

Mr. Srnit (Holland) said that AxTCAxP had tried to define a set of messages and formats for messages which could be employed in both automated and noncutomated systems. The specification for such messages, as defned

by ATCAP, was now contained in ICAO Doc. 4444.

Mr. Hayward (U. K.) added that ATCAP had rendered a valuable service to international ATC by defining a set of rules which provided for the exchange of messages between automated and non-automated units. Since it was

Mr. Martucci (IBM, Italy) thought that what Mr. Smit was really saying was that with the ATCAP standardisation there was no longer a problem on the format of messages

but the problem lay in the content of the messages. He considered that this posed no problem since all the infor mation necessary for the construction of ATC messages

would be available within the computer store,for example, callsign, type of aircraft, flight level, time over the boun dary, various estimates, etc.

Mr. Grijseels (Signaal) did not entirely agree with Mr. Martucci. He said that an aircraft flight plan contained a great deal of information which was unnecessary to the c o n t r o l l e r. H e w a s s u r e , h o w e v e r, t h a t t h e m e s s a g e

problem was susceptible to solution but felt that another cause for concern in automation, to which IFATCA could certainly contribute, was in the procedures for handing over aircraft to adjacent centres or ATC units. He had the impression that some procedures were designed simply to get rid of departing aircraft without regard to the problems posed to the receiving ATC unit.

Mr. Hayward (U.K.) thought that it was essential to hand over aircraft under agreed international procedures.

If aircraft were handed over with procedural separation then no problems were involved. Likewise, if they were handed over with agreed radar separations and there were agreed procedures for radar handoffs, then again

step, either nationally or internationally, it must be re

this posed no problem to the receiving centre. There were, however, too many examples of adjacent centres suddenly refusing to accept any more traffic and this could pose real problems for the centre which already had aircraft

cognised that introduction of automation would be a

climbing en route. He thus felt that whilst a standardisation

not possible to automate an entire ATC system in one

gradual process and it would proceed faster in some

of messages between computers was important, the actual

countries than in others. Therefore it was essential to pro

procedures for the transfer of traffic between ACCs were all important.

vide for the exchange of messages between ATC systems 42

tude reports, issuance of information on runway in use, altimeter settings, weather information, standard clearances, frequency changes, handoff procedures,

s about hand

F automation,

etc.

lossible to in-

3ct increasing eason it was

C = the workload involved in resolving potential conflicts; this is proportional to the quantity P(P-1), where

TC system to

P = the number of potentially conflicting aircraft. As can be seen, this value increases almost as the square of the number of conflicting aircraft.

y and decrea1 automation, ntroller work-

ch Mr. Vickers N

=

the

umber of airof

From Fig. 1, con be seen that probably the most re

total

workload

on the graph.

ystem even if

warding field in terms of reduced controller workload is

to find ways and means of reducing the number of poten t i a l c o n fl i c t s . F r o m t h i s i t f o l l o w s t h a t e i t h e r a n i n c r e a s e d number of aircraft can be handled for the same workload or the same number of aircraft can be handled with

such items as

reduced workload. This does not preclude efforts being

Dment circuits,

mode to reduce the workload involved in factors A and B,

ormation, etc.

although the results may not be as dramatic as those

the horizontal

achieved by the reduction in factor C.

One method of reducing the number of potential con flicts is the use of parallel lanes for air traffic, to reduce

the workload

the number of overtake, altitude-change, and head-on conflicts. Area coverage navigation thus will help in the

n the system,

reduction of the number of conflicts. This, however, does

craft. It com-

not

linearly with

rule

out

the

need

for

niitnmntinn

Rnth

hnve

their

contributions to moke, multiple discrete tracks to reduce the number of potential conflicts and automation to assist

Another aspect of thinking time was mentioned by Mr. Wachtel (Israel) who said that automation must be designed to help controllers moke vital and rapid decisions;

in presenting the pertinent data lO the controller in the most easily-understood form, and with the least amount

this is the human importance of automation.

of effort on his part.

On this aspect Mr. Mundy (U. K.) commented on the

concerning the changes in controllers' procedures con

T h e C h a i r m a n d r e w a t t e n t i o n t o M r. S m i t ' s r e m a r k s

upon the increase in the numbers of aircraft which could

sequent upon automation. He felt that if aural stimuli such as position and identification reports could be reduced or even eliminated then the controllers could cope with more

be controlled simultaneously by automation. But auto

t r a f fi c .

impression given by a number of articles which he had

read on automation. The emphasis seemed to be placed

matic data processing should concentrate at this stage on relieving the manual functions of the controller, and thus expanding his thinking time, as well as increasing the safety of the operation. The emphasis should thus be placed upon handling the present numbers of aircraft with less effort by the controller. Mr. Vickers used the diagram

Mr. McCluskey (U. K.) referred back to the graph and asked if there was not a danger that a computer system

may cause the A and B components of the workload, as shown on the graph, to rise, especially if the input-output interfaces are not efficient. Mr. Vickers agreed that this

could happen. He pointed out that M. Jacques Villiers of

to illustrate the fact that if the numbers of aircraft were

France had warned that if an ATC automation system did

not increased, any decrease in workload would provide more thinking time for the controller. This principle is

not produce enough gains in capacity or safety to more than make up for the inevitable increase in manipulative workload, then the system was not justified.

Mr. Stalpers (Holland) requested clarification as to the objectives of the controller workload study, as illustrated by the graphs. He asked whether the study was designed

shown in Fig. 2.

to sh o w th e ma xi mu m va l u e fo r th e w o rkl o a d w h i ch a co n

Legend N

=

Number

of

simultaneous W

=

Workload

A

=

Residual

B

=

Routine

aircraft

under

control

Workload Workload

C = Separation Workload / m = Safety Margin / s = Saturation Threshold /

troller could be expected to withstand or whether it merely expressed workload in terms of numbers of aircraft without trying to express a saturation limit. He feared that too often, maximum saturation was only discovered in practice when controllers got pushed beyond their limits.

M r. V i c k e r s s a i d t h a t t h e s a t u r a t i o n l e v e l w a s n o t a

fixed quantity, but was greatly affected by human factors.

It varied with individual controllers, with teams of con trollers and also with the state of mind and fatigue of the individuals comprising such teams.

Human Aspects of Automation ATCO Training and Experience The Chairman turned to the human aspects of auto mation, especially the preparation and training of con trollers in the use of such techniques, and asked how efficiently such training and preparation could be done by the use of simulation.

Mr. Crewe (Elliott) referred to two aspects of the use of digital simulators. In the first place, such a simulator

was an efficient means of investigating and analysing the future automation of a particular environment. In the second place, it had great value in the training of control lers in the field of working with computers and working

with the form of displays and data which would be used in the future.

Mr. Smit (Holland) also spoke on the training of con trollers in the use of automatic techniques and automatic data processing and warned against any tendency to

under-estimate the difficulties involved. From very real and practical experience in Holland they could say that it

could take two or three years to train controllers in the efficient employment of automatic techniques. Simulators

could be a great help and controllers could be trained to read new forms of displays and to use buttons instead of pencils. This was important, but even more important the controller must know something of the software Figure 2 I f m a x i m u m n u m b e r c)f

aircraft is not increased to take advantage of

r e d u c e d w o r k l o a d i n |previous

exompie, increased thinking time (safely m a r g i n ) w i l l b e c v o i kable for handling non-routine situations.

44

design of the system in order that he may understand what processes take place in the automatic handling of data when he takes certain actions. Thus, he must know the

rules of the system before he can appreciate fully what effects some action that he takes will have upon the system as it affects both his own work and the work of adjacent controllers. This is a matter of mental man/machinery relationship as distinct from the normally quoted man/ machine relationship which is usually cancerned with the number of buttons or keys, the colour and format af data and the precise location ATC displays, etc.

Mr. Crewe (Elliott) mentioned the Board of Trade ATCO training in the U.K. which he thought covered this particular aspect. However, he agreed that lessons should

nor where aircraft could be diverted to avoid the maxi

mum penalties of delays. This problem would be aggravat ed with the introduction of the SST and jumbo jets since only certain airports were capable of accepting such air craft. It was therefore essential that the airline company should have accurate knowledge of the build-up of con gestion and of the means of obviating delays.

The Chairman summarised this particular aspect of ATC automation by saying that Mr. Leiby was really posing two requirements: firstly, that ATC should have the knowledge of preferred diversions and fuel available

be learned from the very valuable practical experience in

for each aircraft in the event of a diversion. His own view

Holland and this should be applied universally to the

was that ATC could not possibly hold such a volume of information. Secondly, that a display of data on the current ATC situation should be available in company flight operations rooms so as to facilitate flight ops' decisions regarding the planning of their operations, in particular the re-routeing of aircraft to avoid prolonged holding or congestions. He felt that the interpretation of such displays by flight ops might be difficult unless the data display could be so processed as to moke on intelli

benefit of controllers.

Mr. Strudwick (Solortron) agreed with Mr. Crewe and considered that the lessons being learned now in Europe and in America could well be channelled through IFATCA for the benefit of those states still contemplating the venture into the realms of automation.

Mr. Fischer (Germany) referred to the experience of controllers in the German Federation. It seemed to him

that ATC computers should be capable of processing data and presenting it to a flow controller so as to enable him to pre-plan the flow of traffic up to 30 minutes before entry into any particular sector. The number of displays

per sector should be kept to a minimum and a careful

selection of data should be made for presentation to the controller, i.e. only essential data for pre-planning pur poses should be presented to the flow planning controller.

gent interpretation of the traffic situation clearly apparent.

Furthermore, since the traffic situation was never static, such displays would somehow have to show the immediate

changes likely to take place in the traffic build-up.

Mr. Hayward (U.K.) thought that undoubtedly com puters could be programmed to provide the data in the required form, but not without considerable difficulties and

complexities. This raised the vital question of who would

Detailed informatian on flight data should be presented

pay for the high cost involved in this additional com

to the executive controller to enable him to deal with

plexity. Since it was an airline facility, the airlines would

specific confiictions which might arise in the pre-planned

have to pay far it and would thus have to decide whether it was economically justified.

fl o w .

Airline Dispatch Requirements

In reply Mr. Leiby felt that greater efficiency and economy could be achieved if flight operations knew where ATC problems were likely to arise, since a wrong decision on their part involving the diversion of several large aircraft and hundreds of passengers could prove

Mr. Leiby (International Federation of Airline Dispat

chers Associations) raised a new note in the subject of the progress in ATC automation. With the advent of the super

sonic transport and jumbo jet aircraft there was a vital need for pre-planning and co-ordination between pilots, ATCOs and flight dispatchers. He felt that there were distinct areas where insufficient liaison existed between

ATC and Flight Operations; for example. North Atlantic traffic congestion, where, for lack of adequate knowledge from ATC, flight dispatchers were still filing flight plans, requesting levels which were already known

to ATC to be blocked. A further example of the lack of co-ordination applied to terminal area congestion where controllers had little data on the operational requi rements of the airline and the aircraft captain, which could be of material benefit in deciding diversian or alternate

routeing when conditions of traffic saturation existed.

Mr, Leiby felt that the controllers should have knowledge of the likely operations being planned by the airline com

panies, e.g. holding fuel, diversions, etc. He naturally did not wish to overload the controller with what he might feel to be extraneous information, but felt that automatic

techniques could provide displays of ATC data to company flight operations so that they could see where hold-ups or saturations were likely to occur. At the same time, in congested terminal areas neither ATC nor flight dispatch knew where airports or airways were becoming saturated

Figure: 3

ARTS Presentation at Atlanta. 25 mile range, single runway operation Labels show flight identity and ground speed, except departure 20 miles ESE showing assigned altitude of 3000 feet.

45

Ferranti conjure up an Air Traffic Controller's Dream up an ATC dilemma â&#x20AC;&#x201D; the more complex the better. Imagine a trainee controller face to face with a situation so

real it makes him sweat. The point of all this isn't one of sadism, but safety. And

that is the sole purpose of the Air Traffic and Radar Simulator developed by Ferranti for training Air Traffic Control Officers and evaluating new techniques.

The System can realistically simulate the flight of aircraft over any specified area.

The trainee controllers are presented

with primary and secondary video out puts representing the aircraft as seen from independent radar sites. Over the R/T they talk to 'pilots' who have the facility to change position, height and speed second-by-second in accordance with

nightmare.. .at the touch of a button instructions from a trainee or as dictated

is in progress. At the heart of the system

Thus a trainee controller can be made to

by the exercise programme.

is a Ferranti FM 1600 series micro-circuit

face complex, real-time situations which

Any aircraft type â&#x20AC;&#x201D; existing or expected

computer which can generate videos for any type of P.P.I. The use of digital techniques brings the benefits of accuracy, flexibility

test his aptitude, initiative and resources to the utmost before he even steps inside

sophistication, size and capacity of the system can be as great or as small as

the training of Air Traffic Control Officers - and the safety of aircraft that

desired.

depend on them.

in the future â&#x20AC;&#x201D; can be simulated from t a k e - o ff t o t o u c h - d o w n . T h e r a d a r t r a c k s

can be pre-programmed, manually control led, or a combination of both. Parameter

changes and other supervisory interven tion is possible before or whilst an exercise

and ease of expansion. The degree of

the control centre. The Ferranti Air Tr a f fi c a n d R a d a r S i m u l a t o r i s v i t a l f o r

FERRANTI air traffic control systems Ferranti Ltd., Digital Systems Department, Bracknell, Berkshire, England.

DS

17

extremely expensive. The companies should therefore be willing to provide money for facilities which would obviate

the same flight level. However, as in previous years, there was a finite limit to the discussion panel session and alt

wrong decisions and hence the economic penalties in

hough it was apparent that there were many in the

volved.

audience still eager to participate in the discussion, it was his duty to stick to the timetable. He therefore called on Mr. Smit to summarise the discussion in some concluding

On a light hearted note but nevertheless containing a serious implication, Mr. Jan Smit said that although he could see the point made by Mr. Leiby and could believe

in its ultimate realisation, it was currently possible for any one to predict where congestion would occur simply by looking at a timetable for the scheduled airlines. This comment raised a good deal of affirmative laughter; the age-old controversy between the airlines'desire to operate

remarks.

Mr. Smit said that the discussion during the Panel Ses

sion had rightly concentrated upon the operational and human aspects of automation in air traffic control. Howe ver, there were two salient points which should be accor ded high priority in the move towards ATC automation:

their schedules at the optimum hours and the constant plea

by ATC to spread the schedules was a matter of personal experience to most of the controllers present in the audience.

Mr. McCluskey (U.K.) agreed with Mr. Smit and said that it was still the feeling of ATC that airlines could do a lot to help themselves to avoid traffic bunching.

a) Air Traffic Control must have automation â&#x20AC;&#x201D; but it will

not solve all the ATC problems. It is essential that efficient airspace organisation should accompany the development of automatic techniques. b) When automation is introduced into ATC it will inevi

tably demand a higher standard in the capability of a i r t r a f fi c c o n t r o l l e r s . T h e r e i s n o d o u b t t h a t c o n t r o l l e r s

Closure of the Session The Chairman said that the discussion was now enter

ing a field which could continue for a considerable time, namely, the controversy between the airlines, who said

that they had to schedule their flights to meet the demands of the public to travel at the most popular hours and air

traffic control who said that the airlines must expect delays and congestion if they insisted on planning two or more schedules between the sam.e points at the same hour, at

can be trained to understand the automation processes and to anticipate the effects of the actions which

they themselves initiate, but this point must be fully appreciated otherwise automation might well bring more problems than it solves.

Walter Endlich terminated the proceedings by thanking the Panel Members, Mr. Smit for his introduction and con

clusion, and the audience who had participated, for their efforts to ensure a lively and stimulating discussion.

Additional Notes

Since time precluded further comments during the ses sion, Mr. Bray (Ferranti) has supplied the following addi tional material:

I feel that the proposal for IFATCA/industry meetings to exchange information should be enlarged on, in case

the brief reference to it should escape notice. I do not

Mr. Jon Smit made an important point when he stressed

recall a clear decision that IFATCA would act on a pro

the need for controllers to have software knowledge. The introduction of automation will not prevent changes in procedures, route structures, etc. Such changes must be accommodated by software modifications, which in my

posal. If it is implemented it should perhaps be the func tion of a separate committee rather than Standing Com mittee I, and if given the right terms of reference, this committee could do a very useful job by becoming the

view are best done by the ATC authority's staff, with

assistance when necessary from the manufacturer's pro grammers. This philosophy has two main advantages:

clearing house for all ATC automation ideas, information and experience.

On the subject of message standardisation I believe

a) Quicker implementation of changes, if not initially then certainly more and more as time passes, because the

obviously the amount of software (and system cost) will

user's familiarity with the system will increase, whereas the manufacturer's will almost certainly decrease.

b) It will lead to better liaison with industry in the specifi cation of new systems and of extensions to existing system.

Both ore likely in the long run to save the customer's m o n e y .

However, for this approach to be successful, the overall

software organisation must be designed from the outset to provide as far as possible for later detail changes.

It is also necessary for the user's staff to become thoroughly familiar with the system before it is put into operational use. To this end we hove found it worthwhile to invite the

customer to join in the system commissioning before in stallation, in addition to providing formal training courses.

48

most manufacturers would agree that software can be provided to interpret messages whatever their format, but be reduced (a) if messages from all external sources con form to standard formats, and (b) if the message formats are designed with computer use in mind.

Mr. Crewe mentioned two aspect of the use of digital simulators. Two others are worth notice. First, they ore invaluable for a I I operational training of controllers, whether they are being trained for work with computerbased systems or not. For this purpose they are much more

versatile and flexible than analogue simulators, and can reduce on-the-job training to an absolute minimum.

Second, the use of digital simulation will avoid the danger to life and limb which has delayed the introduction of operational automation. With simulated aircraft (no pas

sengers!), the new procedures and technical innovations can be very thoroughly checked out before introduction to operational use.

(Photo: Archiv Bilderdienst Suddeutscher Verlag)

Te c h n i c a l E x h i b i t i o n An Exhibition by the Corporation Members of IFATCA and other appropriate organisa tions, was held in the Regina-Palast Hotel. Those taking part were; A E G Te l e f u n k e n

The Marconi Company

Wolfgang Assmann Becker Flugfunk

Philips Telecommunicatie Industrie

Cossor Electronics

Rohde & Schwarz

Decco Navigator Company

Selenia Industrie Elettroniche

C. Plath GmbH

Kurt Eichweber, GPL General Precision

Siemens AG

Elliott Brothers (London)

Solartron Electronics Group

Ferronti Limited

S t a n d a r d R a d i o & Te l e f o n A B

lJ s S f 700 O

TEf"

LSUJOTLJ

integrated cii

49

Binaural Hearing In ATC An interesting presentation of binaural hearing applied to ATC was given by Dr. H.J. Zetzmann, aviation scientist and Honorary Member of the German A i r T r a f fi c C o n t r o l l e r s ' A s s o c i a t i o n .

The application of binaural hearing in aviation was first proposed by Copt.

W. Parti of Deutsche Lufthansa'), and at the Munich Conference Dr. Zetzmann

was in a position to demonstrate an operational model which hod been devel oped by the Deutsche Versuchsonstolt fur Luft- und Roumfohrt in cooperation

with Deutsche Lufthansa. It is based on the human aptitude for directional hearing, i. e. the mental ability to locate the direction from which a particular

audio signal is coming, to filter it out of a variety of other aural stimuli, and to assimilate its message content.

An audio signal usually does not reach our left and our right ear simultaneously,

but there occurs a difference in transit time which depends upon the position of the audio source. This difference has been found to be 630 microseconds

in the extreme coses where the audio source is either exactly to the right or to t h e l e f t o f t h e l i s t e n e r.

Dr. Zetzmann (right) demonstrating binaural hearing to Tirey K. Vickers (in front of tape recorder)

In the demonstration setup. Dr. Zetzmann has simulated this natural difference

in transit in which seconds, seconds,

time by feeding three different audio channels to a split headset, one the information at the left ear is artificially delayed by 630 micro one in which the information at the right ear is delayed for 630 micro and one in which the information is simultaneously fed to both ears.

The result is quite spectacular. The individual audio information which is

completely unintelligable on a normal headphone without delay line is now interpreted by the mind as if it were coming from the right, from the left, or from the front. By concentrating on any of the individual messages, the listener can understand it perfectly well.

This is a significant achievement in the endeavours for a better adaptation of equipment to man and will undoubtedly facilitate the task of controllers at ATC units where split headsets are being used for the simultaneous monitoring of R/T channels and interphone lines. There ore many other applications, for instance on the flight deck and in military operational control. â&#x2013; ) See DER FLUGLEITER, April 1965.

Acknowledgment IFATCA would like to thank oil the individuals and organisations who gave their assistance

and co-operation to make the Conference a success.

Social Arrangements IFATCA is grateful to the following sponsors for their generosity:

Reception and Cocktails 22nd April The Ministerpresident of Bavaria 23rd April Deutsche Lufthansa, German Airlines Verband Deutscher Flugleiter

24th April The Consul General of Switzerland and Madame P. L. Erni

Luncheons 22nd April Siemens AG Deutscher Luftpool Kurt Eichweber

Aero Commander C. Plath GmbH. Ferranti Limited

The Marconi Company

22nd April The Lord Mayor of Munich

24th April International Telephone & Telegraph Company, represented by; Standard Radio & Telefon AB and Standard Elektrik Lorenz AG

Philips

Fluggerdtewerk Bodensee Limited Robert Bosch GmbH

Wienerwald GmbH

2 5 t h A p r i l A E G Te l e f u n k e n The Decca Navigator Company

The Deputy Mayor of Munich,

welcoming Delegates and Observers at the "Ratskeller'

M a u r i c e C e r f a n d L . N . Te k s t r a

President and Immediate Past President

The Consul General of Switzerland and

Madame Erni (right), Mr.G.Dunand, I.L. O.

(centre right), J. D. Monin, President of the

Swiss ATCA (centre left), IFATCA President and Mrs. Tekstra (left).

52

p. R. O. Wolf Mittler interpreting.

53

Opera 23rd April Sponsored by the German Air TrofFic Controllers Association, arrange ments were made for delegates to attend a performance of "The Flying Dutchman" by Wagner. This was an event which will long remain in the memory of all those present. The Opera was grandly staged, the singing was superb —■ there were ten curtain calls — and the atmosphere of the magnificent Opera House was most impressive. The reception during the intermission, in the Konigssaal, sponsored by the Deutsche Lufthansa AG, gave the finishing touch to a memorable evening.

Scenery of "The Flying Dutchman", created by G. Schneider-Siemssen

Dinners

24th April "Bavarian Evening", sponsored by: Cossor Electronics Limited

The Decca Navigator Company Elliott Brothers (London) Ltd. Solortron Electronics Group 25th April "Farewell Banquet" The Airport Company Munich-Riem Limited

Ladies' Programme Avon Cosmetics Limited: Visit to Works.

City of Munich:

Three hour sight seeing tour.

Ralph Fashion: Tour of the atelier and a Fashion Show.

Organisation and Administration of the Conference IFATCA gratefully acknowledges its debt to the following; F. B e r k

Ladies' Programme

E. V. Bismarck

Air Force Liaison

D. Gutzeit

Exhibition

K. H. Herfurt

Secretariat and Duplication Office

E. Kleinbub O.

Wolf

Conference Office and Reception

M. Krull

Transportation and Staff

W.

P u b l i c R e l a t i o n s O f fi c e r

Mittler

H.J. Pescht

General Conference Organisation

W. R e i s s

Accomodation

R. Stonge

Conference Photographer

The following names are considered to be representatives of the many others who rendered their valuable assistance and helped to make the Conference a complete success. The (spore time!) achievements of the Munich chapter have indeed been extraordinary.

Messrs. Birnbaum, Bredernitz, Frank, Franzke, Gschwilm, Hinterleitner, Klinke, Ludorf, Piotrowski, Rubner, Seifert.

Last but not least a big THANK YOU for the most effective technical assistance rendered

by IBM Germany, HELL, OMNIA-Gestetner, the Munich airport company, and the local u n i t s o f t h e D e u t s c h e B u n d e s w e h r.

Publicity Press Conference.

Television and Radio interviews with the President of the German Air Traffic Controllers Association, and other personalities present.

Beamed radio transmissions for live and re-broadcast programmes in the country of the person interviewed.

Announcement of the Conference on the National Evening News of the German Television Service.

An eight minute interview on the German International Radio Service directed to the

Middle and Far East, and to North and South America, included Mr. L. N. Tekstra; Mr. A. Pitas and Mr. Tirey Vickers of the American ATCA; Mr. C. Martucci of the Italian Depart ment of Transport and Aviation; Mr. R. Cooper of the Hongkong Association; Mr. A. Ste-

fanovic of the Yugoslavian Association; and the Director General of the Ministry of Trans port, Uruguay.

At the press conference

(r. to I.) L. Goebbels, Editor DER FLUGLEITER; W. Kossebohm, President GATCA; W. Mittler, Public Relations Officer â&#x20AC;&#x201D; Munich Conference; L. N. Tekstra, President IFATCA; W. H. Endlich, Editor THE CONTROLLER.

C h a r m i n g a n d e ff i c i e n t â&#x20AC;&#x201D; T h e L u f t h a n s a h o s t e s s e s a t t h e r e c e p t i o n o f fi c e .

C h a r t e r s o f A f fi l i a t i o n w e r e i s s u e d t o M e m b e r A s s o c i a t i o n s a n d C o r

poration Members; here the Decca Navigator Company, represented

by W. E. J. Groves.

Workers behind the scene â&#x20AC;&#x201D; Bernhard Schuler of the Munich Chapter assists in deciphering a handwritten text for the Sub Committee report.

57

^emiiUickUeit Flashes from the Bavarian Evening

Attendance List The following Officers, Directors, Delegates and Observers

attended the Conference:

I F A T C A O f fi c e r s NETHERLANDS

Tekstro, L. N. Campbell, J. R.

President 1 s t Vi c e - P r e s i d e n t

C A N A D A

Ruthy, B.

Treasurer

SWITZERLAND

Endlich, W. Monk, G.

Editor

GERMANY

Executive Secretary

U K

IFATCA Delegates A U S T R I A

B E L G I U M

Nagy, A. Chrystoph, W. Hirsch, K. Kihr, H.

Director

Bohm, K.

Observer

Heusch, F. Posch, G. Schyr, E. Schubert, O. Spatzek, R. Told, K.

Observer

Maziers, A. Aelbrecht, J. Davister, A. Lemaire, G.

Director

van der Straete

Campsteyn, H. Meulenbergs, J. J. Sermyn, E. C A N A D A

D E N M A R K

F 1 N L A N D

F R A N C E

Deputy Deputy Deputy

Observer Observer Observer Observer Observer

Deputy Deputy Deputy Deputy Observer Observer Observer

Lyon, J. D. Diffley, D. M. Roy, R.

Director

Frederiksen, V. Larsen, E. Mortensen, A.

Director

Christiansen, E.

Observer

Lehto, F. Happonen, A.

Director

Nevaste, H.

Observer

Z a m m i t h , F. Garcia, M.

Director

Deputy Deputy

Deputy Deputy

Deputy

Lefronc, J. M.

Deputy Deputy

Abrcssart

Observer

Bocard

Observer

Capdeville, S.

Observer

Cerf, M.

Observer

Clerk

Observer

Crepin, R. Gregoir Keller, J. Lanteri, A.

Observer

Mercier

Observer

Ragum, G.

Observer

Veillot

Observer

Observer Observer Observer

59

GERMANY

Guddat, H.

Director

G o e b e l , W.

Deputy Deputy

Piotrowski, K. Adam, K. Bouhoff, H. Copelle, W. Erhord, 'W. Fischer, F. W. Heines, F. Just, E.

Observer Observer Observer Observer Observer Observer

Kremer, H. W. Lingncu, A. Ludeloff, K. Mohrorens, D. Nehl, K. Muller, H. Nellessen, H. Prakelt, M. Preuss, H.J.

Observer

Scholz, A.

Observer Observer

Wagner, F.

Observer Observer Observer Observer Observer Observer Observer Observer

Observer Observer Observer Observer Observer

Wich, M. Zacharias, U. Zehnder, F. Zelinka, F. F. Klinke, H. J.

Observer

Gonos, N. Petroulias, E.

Director

Observer Observer Observer Observer

Theodoropoulos, C.

Deputy Deputy

Cooper, R.

Director

Ayers, R. L.

Deputy

Gudmundsson, H. Olafsson, G.

Director

I R A N

Yessai, S.

Director

I R E L A N D

Eglington, D.

Director

McCabe, M. Kelleher, F.

Deputy

Wachtel, J. Katz, W.

Director

Mercuri, L. Silveri, E.

Director

Klein, A. Kimmes, J. P.

Director

Staipers, P. J.

Director

Bakker, G. van Ginkel, J. Meyers, H.

Deputy Deputy Deputy Deputy

H O N G K O N G

I C E L A N D

I S R A E L

I T A L Y

L U X E M B O U R G

N E T H E R L A N D S

van Ommen, B. N

60

Observer

Kuhn, P.

Schrieber, W. Seidel, E. Suske, A. Ruster, G. Urbcnski, M.

G R E E C E

Observer

O

R

WAY

Nilsen, E. Kalvic, J.

Deputy

Observer

Deputy

Deputy

Deputy

Director

Deputy

R H O D E S I A

S W E D E N

S W I T Z E R L A N D

UNITED

KINGDOM

Thomas, J. D. Thorogood, L. E.

Deputy

Atterhoim, G.

Director

Karlahag, N. A.

Deputy

Herngren, H. Joelsson, B. O.

Observer

Monin, J. D.

Director

Furrer, B. Henchoz, M. Roulin, J. D. Tanner, W. Aeberhard, W. Cominot, R. Heim, H. U.

Deputy Deputy Deputy Deputy

Field, A. Mundy, R. F l a r r i s o n , T.

Hayward, E. Mealing, P. Saker, J. A. McClusky, E. U R U G U A Y

Y U G O S L A V I A

Director

Observer

Observer Observer

Observer Director

Deputy Delegate Delegate Delegate Delegate Observer

Beder, J. Ruggier, R. Blanco, A.

Director

Stefanovic, A. Veres, Z. Zivkovic, D.

Director

Desovic

Observer

Deputy Deputy

Deputy Deputy

Observers from Non-Member Associations B U L G A R I A

Ivanov, M. P o m m a k o v, S .

C H I L E H U N G A R Y

Zurob, R. Kiss, T.

Voit, E. I R A K

Al-Jassani Abdul Razzaq

TUN ES 1 A

Dimassi, B.

Observers from International and National Organizations A D V

Airline Dispatchers Assn.

Siebenwurst, K. Leiby, R. H.

D A e C

S c h r o d e r, H .

D A G DVL

Schwarz, E. Loose, S. Dr. Zetzmann, H. J.

EUROCONTROL

Broca, P. A.

l A O PA

Koemans, H. M. Magnee, A.

l A N C

iCAO/UN

E i l e r t , W.

IFALPA

NicolaieflF, V, Schmidtleitner, P. Dunand,G. Heinrich, E.

ILO VDFF

61

Observers from Corporation Members A E G - Te l e f u n k e n

Arnolds,

R.

B o d e n b e n d e r, H .

Burkle, H. Kilz, M.

Kreuziger, H. Kuhn, H. M o s e r, K .

Schielmann, M.

Dr. Siegert, R. H. Pahs, G.

Teiber, H. Wa c h h o l z , W.

Air Transport Association of

America

Wolfgang Assmann GmbH

Pitas, A. G o s s I , W. L a z a r, W.

CSF

Ogee G.

Cossor Electronic Ltd.

Shipley, R. Scott, H. C.

Decca Navigator Co. Ltd.

Groves, W. E. J. Hynam, C. L. Johnson, T. D.

Turley-George, D. R Vickers, T. K. Elliott Automation Group

Foster, T. Crewe, F.

Ferranti Ltd.

Bray Johnson, M. H. Morris, C. J.

I B M

D r. M a r t u c c i , C .

Marconi Company Ltd.

Adams, F.

N.V. Holl. Signaalapparaten

Grijseels, R. A. Pribee, E. Ch. von Zedtlitz

Selenia

Brandstetter, H. Fenwick, H. H.

Solartron Electronics Group

Strudwick, A. K.

N.V. Philips Eindhoven

Jansen, R. M.

Veldhuizen, A. Plessey Company Limited

Peppit, T. F.

S t a n d a r d R a d i o & Te l e f o n A B

Persson, 1.

Whittaker Corporation

Lehrman, M.

Observers from Industry

62

Ausstellung

Seifert, K.

Elektro Spezial GmbH

Dr. Hiike, O.

Dr.-lng. Rudolf Hell

Wacker, J.

Deutsche Philips GmbH

Henrichs, Th.

Siemens AG

Dr. Mai, G.

Standard Elektrik Lorenz

Ott, J.

Plath

GmbH

Benoit, P.

Internationale Navigatie Apparaten-N.V. Rotterdam

van Rees Vellinga, R.

Observers from Press Bayrischer Rundfunk

Buschmann, F.

Der Flugleiter

Goebbels, L.

D PA

Air and Cosmos, Aerospace Weekly

Trichet, J. C.

Airline Representatives and other Guests A U A

Menner, F.

BEA

Reynartz, U. R.

DLH

Zehnder, F. W.

KLM

Teubner, W. M.

PA A

Keneally, P. J.

Sabena

Bley

Seaboard World Airlines

Buchberger, A. K. Vadasz, J.

World Airways Inc.

Dette, H.

Corporate Members VDF

Brauns, G. Walch, M.

Observers from National Administration Bundesministerium fur Verkehr

Dr. Schmitt-Ott, U. Glunz, G.

Bundesanstalt fur Flugsicherung

Dr. Heer, O. Grandl

Kolle, H. Schonberger, W. Voss

Bundesministerium

Achsel, H.

der Verteidigung und

Bea, H.

Deutsche Luftwaffe

Brauer, E.

FinkI, H. J. Jaitner

Dr. med. Kohler, H. D r. L a u s c h n e r L i n d n e r, G .

Lorenz, G. Maron, J. V. Minkwitz, H. Rall

Rath, H. J.

Regenauer, H. W. Riedinger, E. Schmitz-Reiners, R. Schuize, P. Spies, P. Thiessen, H. H. 63

Luftfahrt-Bundesamt

Ehmke, H.

Flughafen Munchen-Riem GmbH Graf zu Caste!!

Nitschke, K.

Herzing, W. Bartz

Eco!0 Nationa!

de !'Aviation Civile, France

Co!!et, P.

Department of Transport and Power, !re!and

Bracken, P.

Ministry of Transport and Aviation, Italy

Martucci, G.

F e d e r a ! A v i a t i o n A d m i n i s t r a t i o n Wa l l e r, G . M .

United Kingdom Embassy Lord, G. U K N a t i o n a ! AT C S e r v i c e / B o a r d

of

Trade

Kyrke-Smith,

Department of Civi! Aviation, Netherlands Smit, Radio

Schweiz

AG

C.

Smit, J. J. SS..

S c h Schwab, wab, W W..

Ministry of Air Defense, !ta!y Si!!a, D. U.S. AFOF, Heide!berc

Barrett, R.

1st Air Division CDN

Septav, O.

HQ. U.S. Air Force

Benton, R.

Eberts, M. D. USAF Fit. Svc.

Maj. Zoerlein

RLW.-Regie der Luchtwegen, Beigium

Staels, M. Luyten, E.

U.S. Mission, Berlin

Urbanski, H.

Director of Transport, Communications and Tourism, Uruguay

Conference Organization Birnbaum, A.

Lt. Co!, von Bismarck, E. Girling, H.

Goebbeis, L. Gutzeit, D. Herfurth, K. H.

Kassebohm, W. Kleinbub, E. Klinke, H. Mittler, W. Muschen

Pescht, H.-J. Reiss, W.

Schuier, B. Wo!f, O.

A.

M.

Appendices to the Conference Report Report of the Honorary Secretary Firstly, I would like to express my sincere thanks to those of you who hove generously Appendix A. i assisted me in the task of increasing and improving the exchange of both technical and A, environmental information between member associations, and in assisting associations by

direct contacts, surveys, and whenever possible even immediate help by means of talks to aviation authorities, airline people, etc. This applies especially to the Board of Officers of the Federation and Chairmen of Associations who have reacted promptly and enthusias tically on all occasions.

In summarizing 1967 activities of which much information has already been published by the Executive Secretary (and I wonder how he could find all the time for the tedious and time-consuming work of printing and mailing hundreds of letters) the following highlights are worthy of note:

— a comprehensive report was submitted after a visit to Iceland at the invitation of the Iceland air traffic control association; a report was submitted relating to discussions held with the Board of Officers of ATCA

during their last convention in St. Paul/Minneapolis;

— a further report was made covering various contact with associations and professional organizations who are not yet affiliated to IFATCA but who have shown potential interest in the technical-professional aims of a world-wide association of professional air traffic controllers;

— the remainder of any activities regarded administrative work in close coordination with the Executive Secretary and Standing Committees.

A previous visit to Venezuela and most fruitful talks with their CAA, during which explain

ing in detail the weight of responsibility on air traffic controllers and the extreme com plexity of ATC procedures were outlined, resulted in the early Fall of 67 in a 10% increase of salaries, although the aims of the Federation are not combined with those of trade unions and staff organizations.

In addition, the Venezuelan ATC reported an improvement in available equipment and the modernization of the radar system.

During a one week stay in Reykjavik the problem of free transportation with their notional air carriers was settled thus guaranteeing route experience flights to each individual con troller on an annual basis to visit adjacent ATC facilities.

Continued talks to representatives in eastern and southeastern Europe resulted in 1966 in the affiliation of the Yugoslavian Association and, I hope, very soon in the fact that the

Turkish Association will join IFATCA. You certainly have recognized in previous reports that such contacts with Poland, Czechoslovakia, Hungary, Roumania, Bulgaria and last but not least the USSR have lead to a better understanding between the Federation and the various unions of these countries.

It is noteworthy that the Board of Officers was invited for an extended visit to the USSR. Exchanges of delegations and occasional attendance at the annual conferences of the Federation demonstrate the continued interest of these people in IFATCA, but there ore still some difficulties in getting necessary permission for transportation. It can only be

hoped that this policy of an "open door" will finally lead to a unique world-wide and strong professional organization.

Publications in the official journal of the Federation and in various newletters on a natio nal basis lead to on extended flow of technical and professional information and interest ing news about working conditions abroad.

I regret to inform you that on December 31, 1967, I resigned from the post of Honorary Secretary handling over all papers of interest to the Board of Officers. This action was as

a result of my joining SELENIA, a well known Cooperative Member of IFATCA, on the operational ATC side as an entirely independent systems consultant.

In closing, may I once again thank you for your support in helping me discharge my duties as Honorary Secretary. It was a rewarding personal and professional experience, and I look forward to working with you all in the future in my new position. H. Brandstetter

65

Report of the Treasurer Appendix A. 2 The audited Balance Sheet and the Income and Expenditure accounts which show the flnanCf. Agenda Item A. 1.2 (-iol position of the Federation as on December 31, 1967, have been published and distriPage 27 byfed as conference paper 68.A.3 (agenda item 68.A.1.2.1).

For the first time in its history the Federation ends a financial year with a deficit although it may be said that this is smaller than expected.

The membership for 1967 was 24 Member Associations with 3581 individual members and

18 (15) Corporation Members. Appendix 2 to this report indicates the fluctuation of mem bership over the last few years.

Going through the different items of the Income and Expenditure account you will find that

on the income side we did not reach the expected sum of subscriptions from Member Associations. With 3581 individual members we were slightly below the target of 3600 for 1967. Contributions from Corporation Members on the other hand were higher than ex

pected due to Corporation Members joining during the year. Interest also was higher than

budgeted, but 30 per cent of the £ 77 were deducted as income tax (shown under expendi ture) and will not be refunded by the Swiss Administration — as previously hoped — unless the Federation's legal seat is established in this country.

Several items of the expenditure were well above the budgeted amounts, e. g. stationery &

printing, postage and general expenses. Elective Officers' expenses and Annual Confe

rence Especially postage expenses were considerably higher than in previous years. The

Board of Officers spent more than budgeted due to the fact that our 1st Vice-President

had to pay the airfare for his flight from New York to Amsterdam to attend the Officers' Meeting in October 1967. (To cut down on his expenses he made the trip on a non-IATA

carrier through Luxembourg, which was a rather long and uncomfortable journey.)

To enable Directors to compare the 1967 Budget with the actual accounts Appendix 1 shows the 1967 Budget in £ "old" (i.e. before devaluation) and in £ "new". The actual accounts ore of course given in £ new. For your convenience the draft budgets for 1968 and 1969 are added. You will note that these budgets are called type "A". They refer to and are based on, the system of subscriptions in use today. Should the Conference resolve

to continue levying subscriptions on the basis of fixed per capita amounts these budgets

shall apply. Should on the other hand the new system of "sliding-scale" subscriptions as

proposed by Standing Committee III in its report on the subject (68.A.12) be favoured by a majority of Directors, the budgets type "B" shall apply. Kindly refer your attention to paper 68.A.4.

At its meeting in October 1966 the Board of Officers decided to establish a special fund named "The Controller", containing £ 250 (old). In compliance with this decision the CONTROLLER-fund was effected on January 1, 1967, by transferring the amount of SFr. 3050.— from the Reserve Fund to a separate account. Its value in £ (new) is 291. The total

reserve of the Federation on December 31, 1967, amount to SFr. 23040.46 (£ 2196) or 194.44

(£ 18) less than on January 1, 1967. The accounts of the journal will be published under s e p a r a t e c o v e r.

During his check of the Federation's accounts the Auditor pointed out that from the point

of view of correct book-keeping it would be more appropriate to show affiliation fees as

income although they would not necessarily have to figure in a Budget. They should only

be put into the Reserve Fund at the end of the financial year, together with the profit of that respective year — if any. The resulting amount available on the Reserve Fund on

December 31 of any year is not influenced by this procedure. In 1967 for instance the deficit would have been £ 47 to be covered from the Reserve Fund which had received £ 29 worth of affiliation fees earlier that year. The net loss still is £ 18.

In order to comply with the Auditor's wishes it will be necessary to adapt the wording of Article III of the Constitution. Standing Committee III proposed these changes in its report (68.A.8).

During the course of the 5th Air Navigation Conference, Montreal, the President, 1st VicePresident and Treasurer (representing 75% of the Board at that time) had an ad hoc meet ing in Toronto on November 21/22, 1967, to discuss problems arising from the devaluation

of the pound sterling. The draft release sent to MAs and CMs referring to subscription was one of its results. The matter was considered very urgent unless we could afford to suffer a serious loss of income for 1968 — which for obvious reasons we could not. With one

exception all Member Associations agreed to adapt the 1968 subscriptions to 14 shillings (new) per capita in order to make up for devaluation.

In this context the eventual necessity and possibilities of fixing another monetary unit as oflPicial Federation curreny was also discussed at length. It was thought however that for

the time being a second devaluation of the pound sterling was very unlikely and no undue

risk was taken by leaving the financial unit as it is. Nevertheless the Treasurer was charged

to study the matter further, especially in view of fixing subscriptions in international gold Appendix A. 2 francs (a system which is in use in international telegraph services), and to submit pro- Cf. Agenda item A. 1.2 posals to the Conference.

In finishing this report the Treasurer should like to thank all those Associations and Cor poration Members which facilitate his work by promptly answering letters and transfer ring subscriptions within the laid-down periods. B. Ruthy

Account 1967 — Draff Budget 1968/69 Draft

Type

Budget 67

"A"

Budget 67

Appendix Actual 67

1

to

Budget 68

68.A.2 Budget

£

£

old £

new

1800

2089

2012

2610

2800

850

990

11 0 4

11 6 0

1240

60

70

77

85

100

2710

3149

3193

3855

4140

Stationery & Printing

180

210

230

270

300

Postage and General Expenses

Income

£

new

£

~

Member Associations

Corporation Members Interest

Expenditure

215

251

404

450

490

Elective Officers' Expenses Delegates attending

485

566

597

630

650

International Conferences

400

466

271

450

600

1000

11 6 6

1034

1250

1300

80

93

53

100

120

410

478

539

520

540

Audit Fee

45

52

40

45

50

Depreciation & Office Equipment Miscellaneous (Income

15

17

15

20

25

58

35

40

2830

3299

3240

3770

4 11 5

- 1 3 0

- 1 5 0

Executive Secretary, Salary and Travel Expenses Standing Committees Annual Conference

Ta x , D e - v a l u a t i o n e t c .

Balance

-

47

+

85

+

25

(Affiliation Fees 29) ^^l8

IFATCA Membership Figures Association Austria

Belgium Canada Denmark Finland France

Germany Greece

Fiongkong Iceland

Italy

Luxembourg The Netherlands New Zealand

Norway

Appendix 2 to 68.A.2

Appendix A. 2 Cf. Agenda Item A. 1.2 Page 27

Association

1963

1964

1965

1966

Sweden

150

11 0

95

154

Switzerland

122

138

148

148

159

United Kingdom Uruguay

515

522

510

510

500

Rhodesia

1967

27

20

Venezuela

Yu g o s l a v i a 2741

To t a l

20

10

180

180

27* 153

10

10

11 0 * *

11 0 *

80

80

80

100

2992

3197

3581

3776

The figures given were reported by Member Associations on the 1st of November of the

respective year and were the basis for fixing the annual subscription for the following year. * = estimated membership; actual not yet received ** = correction to the Treasurer's last year report

Appendix A. 3

Accounts as per December 31, 1967 I n t e r n a t i o n a l F e d e r a t i o n o f A i r Tr a f fi c C o n t r o l l e r s ' A s s o c i a t i o n s Balance sheet 31st December 1967 Assets

S F r.

Primary Bank Account . .

Secondary Bank Account Debtors

Office Equipment Badges on Stock

Liabilities S F r.

20627.36 531.12 1496.25 720.— 351.—

Creditors "The Controller'

Reserve Fund ., 23725.73

Income and Expenditure Account from 1st January 1967 to 31st December 1967 Expenditure

Income

S F r.

S F r.

Member Associations, Subscriptions A f fi l i a t i o n F e e s

Corporation Members, Subscriptions Interest Received

(incl. Loss 18) Stationery and Printing Postage and General Expenses Elective Officers' Expenses Expenses of Delegates attending International Con ferences

Executive Secretary, Salary and Travel Expenses Standing Committees Annual Conference

Audit Fee (1966) Taxes/Currency Depreciation of Office Equipment 1/8 of 1154.60 Pur

2409.20 4243.25 6268.76 2839.82 10848.02 554.50 5659.01 425.—

612.78

chase Price

34005.34

34005.34

Details of Balance Sheet

Appendix A. d Cf. Agenda Item A. 1.2

Debtors

Page 27

Greece, Annual Subscription 1967 New Zealand, Annual Subscription 1967 Venezuela, Annual Subscription 1967 ...

Iron, Affiliation Fee 1967 1496.25

Creditors

M r. P r e s i d e n t

Denmark, Annual Subscription 1968 . .

Yugoslavia, Annual Subscription 1968

Reserve Fund

As per 1st January 1967 Tr a n s f e r t o " T h e C o n t r o l l e r " F u n d

Loss (Excess of Expenditure over Income) 194.44

December 1967

As per 31st December 1967

19990.46 23234.90

Subscriptions from Member Associations for 1967 may be specified as follows: Members Affiliation Fees Subsc (—.05.—/member) (—.10.— £

Canada

.

Denmark

Finland .

France

Germany Greece

.

Iceland

.

(Affiliation after Geneve Conference Ireland Israel

Italy Luxembourg Netherlands New

Zealand

Norway Rhodesia

13.10.-

Sweden

77.—.-

Switzerland . . .

74.—.-

United Kingdom

255.-.-

Uruguay Venezuela

Yu g o s l a v i a old £ 1770.10.new £ 2012.—.-

Appendix A. 3 Subscriptions were received from the following Corporation Members:

Agenda AEG-Telefunken, Frankfurt a. M.

Air Traffic Control Association, USA

Compognie Generoie pour Telegraphie sans Fil, Paris Cossor Electronics Ltd., London

Dacca Navigator Company Ltd., London Elliott Brothers (London) Ltd., Borehomwood Ferranti Ltd., Bracknell

IBM World Trade Europe Corp., Paris

Jeppesen & Co. GmbH., Frankfurt a. M.

Marconi Company Ltd., Chelmsford N.V. Hollandse Signaalapparaten, Hengelo

N.V. Philips Telecommunicotie Industrie, Hilversum Plessey Company Ltd., Chessington

Selenia-lndustrie Elettroniche, Roma

Solartron Electronics Group, Farnborough Standard Radio & Telefon A.B., Barkarby Whittoker Corp., North Hollywood, California Texas Instruments, Bad Godesberg

To t a l c o n t r i b u t i o n s o l d £ 9 5 9 new £ 1104. .

To the Board of Officers and the Director of IFATCA at the 7th Annual Conference, Munich Gentlemen,

On request of the Treasurer I have checked the accounts of your Federation for the finan cial year 1967 on the 7th, 15th and 19th of February 1968.

In doing so I have checked the opening entries as per January 1, 1967, and thereafter every entry throughout the year, together with most of the vouchers.

The closing of the books as per December 31, 1967, was worked out jointly with Mr. Rothy

The Income and Expenditure Account shows an excess of Expenditure over Income of SFr. 194.44. The capital of the Federation is shown in the Balance Sheet, where the Reserve

Fund amounts to SFr. 19990.46. The special reserve fund "The Controller", formed in accord ance with a decision taken by the Board of Officers, contains SFr. 3050.—.

As a result of my audit I propose to accept the report of the Treasurer and to relieve him and Standing Committee III of their responsibilities for the 1967 accounts.

B e r n e , 1 9 F e b r u a r y 1 9 6 8 M a x A . N y d e g g e r, T r e u h d n d e r

Append X A 4 Report of tfiB EcJitor

Cf. Agenda Items A. 1.3

°"paje^27 Report of Chairman of Standing Committee li 1967 Highlights

1967 was a milestone in the history os the IFATCA Journal, for this was the first year of independent operation after the implementation period during which the Verband Deutscher Flugleiter had helped "The Controller" on its way.

It is quite natural, therefore, that during the past year Standing Committee II and the Editor concentrated on making "The Controller's" ends meet. I am pleased to report that this aim has been achieved with some success.

The past year, however, has also shown that a lot of detailed work has still to be done and that unexpected events may suddenly require a considerable effort and precious time

which could well be spent on other projects. As an example I mention but two subjects which caused us quite some concern: the sudden withdrawal by the Deutsche Bundespost

of the permission for "The Controller" to participate in the postal mailing service, and the "Mehrwertsteuer".

The latter term is the German name for a Federal tax, which has recently been introduced

the eFFect of which is, very crudely stated, an increase of about 10% of subscription and 70

advertising rotes. This issue is still pending, subject to a relevant decision of the Ministry Appendix A. 4 of Finance. Meanwhile, we are working on the basis of interim regulations, which obviously Cf. Agenda Items A. 1.3 introduces a certain element of uncertainty into all budgetary considerations.

The other major problem with which we were confronted, i.e. the withdrawal of the permission to ship the journal at reduced rate, could also have had serious consequences. It might have increased mailing expenses by about 100%.

This issue probably arose from a misunderstanding by the German postal authorities of the terms "Publisher" and "Publishing Company", which do not seem to translate easily into the German "Herausgeber" and "Verlag". After quite a bit of explanation, corres pondence, and with the cooperation of the Deutsche Bundespost, the matter has been temporarily settled now, and it is hoped that with a further change in the impressum of

the Journal such misunderstandings can be avoided in the future.

Contents

An attempt has recently been made to emphasize certain key themes in each issue of the Journal, such as, for instance. Terminal Area Problems or Automation in ATC. It is not

always easy to stick to this procedure but we shall attempt to continue this practice in the future. Two subjects which would certainly merit particular attention and which have been earmarked for some of the future issue are "The Human Factor in Air Traffic Control" and

"ATC Training".

There has been some occasional comment that too many articles with a technical slant are being published in the Journal. It is our aim, of course, to provide a well balanced selection of articles of interest to all of our readers. I have to admit, however, that the operational input, i. e. contributions from Member Associations and from controllers in the field, is still rather limited. The number of contributions from Corporation Members during

the post year has also been lower than previously. In particular I was somewhat dis

appointed about the weak response to our invitation to provide papers on the subject of "The Move towards Automation in Air TraiflFc Control", which were supposed to be publish

ed in "The Controller" as a basis for the panel discussion on the third day of the Munich Conference.

May I, therefore, request a I I Member Associations and Corporation Members to actively participate in the production of the journal by providing timely contributions on activities and developments in the Air Traiffc Services.

Distribution of the Journal and Administrative Matters In my 1967 report I suggested that each Member Association should be provided by the Federation with a certain number of complimentary copies for public relation purposes, in

addition to the subscriptions for which they pay.

This proposal could not be realised because of the additional bookkeeping involved.

Complimentary copies hove since been provided to Member Associations on an individual

basis, when they were able to demonstrate that these copies would be used In the interest of the Federation.

The devaluation of the ÂŁ Sterling has affected the Journal to the extent that unless the previous subscription rotes are increased, a loss of income will incur. In future, invoices for the Journal will not be made out in ÂŁ Sterling but in Deutsche Mark, and for Member

Associations the tentative price for copy will be 1 DM. For most of the IFATCA subscribers, this will mean a decrease rather than an increase, and we hope to be able to

keep it that way.

Several Member Associations have requested the Publishing House to send a separate invoice for each issue. Such a procedure would render even more difficult the bookkeeping task, which is quite involved already. I would strongly recommend that subscriptions are paid annually, early in the year, when orders are placed or renewed.

The negotiations about a definite contract between IFATCA and the Publishing Company on the publication of "The Controller" have been continued. It is hoped that they can be

concluded soon after a decision on the legal seat of the Federation has been taken.

Conclusion 1967 has been a hectic but also a rewarding year. If it will be possible to continue on the

present basis of operation, I am confident that we will succeed in even further improving

"The Controller" year by year and in making it truly the voice of the professional con troller.

Sincere thanks to all who have helped in our endeavours; may I solicit their kind coopera tion also in the coming year.

W. H. Endlich

Appendix A 5 Repoft of the Executive Secretary

Cf. Agenda Following the Geneva Conference of 1967, action was taken on Resolutions and Recom mendations adopted by the Directors.

Regarding Resolution A.l. on the subject of on increase in the annual subscription, no notification of non-ratification was received, and the increase was, therefore, approved.

Although it was realised that this covered the immediate financial problem, it was also

realised the expenses, and commitments, would continue to increase, and the Officers gave consideration at their meeting in Amsterdam in October, to means of putting the finances of the Federation on a sound footing. The Board decided to submit proposals to the Munich Conference. The unexpected devaluation of the pound sterling at the end of 1967 hod a considerable impact on the financial position, and the Board of Officers, meeting in Montreal, issued a "Draft Release" raising the subscription by approximately 14%.

No objection to the principle involved in the Draft Release was received. The matter will

be dealt with in more detail in other items of the agenda.

Recommendation A.l. of the Conference hod a bearing on the finances as it requested Member Associations to endeavour to increase their membership and also obtain, if pos sible, more corporation members for the Federation. With one or two exceptions, the Associations hove not been very successful in either of these projects. Only two new Cor

poration Members hove been elected — C.S.F. (Compagnie Generole de Telegrophie Sans Fil of France), and Ferranti Limited of the United Kingdom. Both of these companies are

very well known in the electronic and air traffic control world, and greatly strengthen the technical knowledge that can be called upon by IFATCA. Recommendation A.2. was to the effect that the Manual should be completed and publish ed in 1967. This item is dealt with under agenda item A.3.1.

Resolution A.4. directed that the revised Constitution should be published by the end of December. This is dealt with under agenda item A.3.2.

Recommendation A.6. on the subject of free transportation requested Associations to con tinue their eFForts to influence their governments and national carriers. It would appear that there has been a limited success in this operation.

Contacts with non-member associations and individuals has been maintained and in

creased by a wider circulation of the circular and journal of the Federation. It is un fortunate that the international dislike of writing letters makes it impossible to ascertain to what extent these ore falling on fruitful ground. I have to thank those associations which

hove given me the names of controllers from various countries, with whom they have been in contact. I hope they will continue to do so.

I hove been interested to note that Associations appear to be decentralising their activi ties to their branches, lodges, or chapters; a sound policy I think. The central committee tends to be overburdened, particularly when a crisis occurs. The effect of decentralisation

is not only to relieve the burden but also to achieve better communication between the committee and the individual members, and to give experience to those who will be the future leaders of the association.

The joint policy of IFATCA and IFALPA towards closer contact between pilot and con trollers at local level, is being supported in many countries. The great increase in the numbers of pilots and controllers, and the increasing size of airports, makes casual meet ings and visits to the Tower or Centre less frequent, and it is necessary to organise dis cussion meetings. These always seem to be a great success.

The comparatively newly registered Control Association of Flongkong has applied for affiliation, and I hope this has met with the approval of the Directors. This Association has already in the past had fruitful discussions with the Regional Vice-President for S.E Asia of IFALPA. Their entry into IFATCA should strengthen the Federation in S.E. Asia where, hitherto, the New Zealand Association has had to carry the IFATCA flag, alone.

A number of other associations have indicated their intention to apply for affiliation, and I am hopeful that they will do this in the near future.

I am, as usual, somewhat disappointed at the response I receive from Associations to

requests for information, etc., and I would again put in a plea for an answer, even if only a negative one; and even an interim reply would be useful.

Finally I must express my gratitude to the Board of Officers — heavily depleted during the last half of the year due to two resignations — for their never failing and quick response to any request for guidance or direction. Their detailed and conscientious approach to any problem is extraordinary, and their leisure (!) time must be mostly devoted to IFATCA affairs.

G. W. Monk 72

Report of the Chairman of Standing Committee III Synopsis. The financial situation of the Federation is appraised. Thought is given to the necessary long-term planning of income and expenditure in order to enable IFATCA to

its aims laid down in the Constitution. Proposals are mode concerning financial mat-

subscriptions, following requests and instructions by the Board of Officers Qn in accordance with past experience.

The Financial Position of IFATCA you will have noted from papers 68.A.2 and 68.A.1.2.1 (68.A.3), the Federation has for

e first time in its history ended a financial year with red figures. Even though the deficit IS mall (£ 18) compared to what was budgeted (£ 150) it proves that the raise of subscrip

tions agreed upon at the Geneva Conference and subsequently adopted after the devauation of the pound sterling was justified and necessary. onding Committee III considers the present financial position of the Federation as be-

'RQ sound, provided that we wish to continue activity on the same basis and with the present arrangements. The income of the Federation through subscriptions as fixed now

Qrid as augmented annually through additional membership would probably be sufficient

fo cover running expenses during the next few years, although it must be kept in mind

Rat costs of living are continually rising, too. According to figures available to Standing ornmittee III, between 1960 and 1966 the index-increase in the most important countries averaged 2.6 to 7 per cent.

The Goal

Standing Committee III is — along with the Board of Officers — of the opinion that the Federation should in its long-term financial planning consider how it can expand its acti vities in order to live up to the intentions stated in the Constitution, namely:

"to promote safety, efficiency, and regularity in International Air Navigation", a n d

"to assist and advise in the development of safe and orderly systems of Air T r a f fi c C o n t r o l " .

These goals can only be achieved and IFATCA's work and voice will only be heard and appreciated if it can actively take part in international discussions and through a smooth

internal organisation able to prepare sound papers on pertinent subjects under discussion.

Therefore the aim of Standing Committee III must certainly be to consider means and ways to make this efficient work possible without which IFATCA has no real nght of ex istence.

With the help of the Board of Officers Standing Committee III has tried to establish longterm financial plans enabling the Federation to run its well-equipped and organized Secre tariat and to send its delegates to important international conferences to represent the opinion of active controllers. Conference paper 68.A.12, tabled by Standing Committee III, 9'ves an indication as to what will be required and proposes means to raise the appro priate funds. Directors ore kindly invited to study this paper carefully.

Proposals on Financial Matters

(excluding subscriptions) Apart from the long-term financial planning. Standing Committee III wishes to submit cer tain proposals on financial matters and problems encountered during the past year. These proposals refer to:

1. Booking of affiliation fees (change of the Constitution).

2. Allowances.

3. Terms of reference for Standing Committee III.

Booking Affiliation Fees As mentioned in the Treasurers report the Auditor raised this point while checking the 1967 accounts. He was of the opinion that affiliation fees should be booked as income and only be transferred to the reserve fund at the end of the financial year together with a possible 7.3

Appendix A. 6 Cf. Agenda Item A. 2.1 Page 27

excess of income over expenditure. His reasoning was that in actual fact the reserve fund represents the Federation's operating capital and that this should only be increased or

decreased through annual accounts, that furthermore this would be normal book-keeping practice.

Standing Committee III has no objection to these wishes of the Auditor considering that at the end of any financial year the result expressed in pounds sterling (or any other cur

rency) is the same. To enable the Treasurer to practice the proposed procedure "legally" it is necessary, however, to revise the Constitution accordingly. The following proposal is submitted for your consideration: That the Constitution of IFATCA be revised to read: Article III â&#x20AC;&#x201D; Finance

2. Revenue, 2nd alinea:

Delete the words after "of affiliation", the sentence then to read "An affiliation fee shall be levied from prospective member Associations upon acceptance of affiliation".

6. Liabilities

6.1, second alinea:

"The budget shall in principle provide for a credit balance; affiliation fees shall not be budgeted". Delete the following sentence: Affiliation fees are to be added to the reserves.

Allowances for Members on Official Journey on behalf of the Federation Experience during the past year showed that allowances for official journeys on behalf of

IFATCA were no longer appropriate. The Board of Officers therefore requested Standing

Committee III to consider the allowances laid down in the Manual as accepted by the Vienna Conference (see "The Controller", Volume 4, No. 3, July 1965, page 50) and for ward proposals after having given due regard to the increased costs of living in respective countries.

After careful study of the matter Standing Committee III proposes to amend the table of allowances laid down in the IFATCA Manual as follows: Hotel

Fixed

per night not exceeding old

allowance

p e r 24 hours

w

o l d

240

215

240

405

550

550

n

e

n

e

w

Austria

schilling

215

Belgium

b.frs.

385

Canada

can.dollar

11

13

12

14

Denmark

d . k r.

45

53

50

65

Finland

FMk

32

35

32

France

N F

44

50

60

Germany

D M

28

33

32

Holland

h fl .

21

24

34

i s l . k r.

360

36

Iceland

340

360

Ireland

shilling

Italy Norway Portugal Spain

lire

340

35 60 35

42

50

46

55

4300

5000

6000

6800

50

56

50

56

e s c .

180

210

225

250

pesetas

n . k r.

350

420

500

600

Sweden

s v. k r.

43

48

43

48

Switzerland

S F r.

34

36

38

40

United Kingdom

shilling

75

80

50

60

United States

dollar

13

14

13

14

For higher expensees (delegates attending international conferences compedied to stay a particular hotel) a n d i n o t h e r countries as per account and vou^chers. /

Terms of Reference - Standing Committee III At its meeting in October 1967 in Amsterdam the Board of Officers felt that there was a

lack of guidance directing the work of certain of the Federation's agents Among others

Standing Committee III was asked to propose terms of reference for discussion at the

Munich Conference. The 1st Vice-President prepared a draft on the subject which the Appendix A. 6 Standing Committee thought was very useful and up to the point. Ct. Agenda item A. 2.1 The following terms of reference are proposed for inclusion in the IFATCA Manual:

Terms of Reference for Standing Committee III - Finance Standing Committee III shall be composed of a minimum of three members who in co

operation with the Treasurer shall be empowered to: 1. Review and study the accounting books of the Federation upon written application one week in advance to the Treasurer or Board of Officers.

2. Investigate and report on any matter of concern and/or discrepancies which may appear in the books or he brought to their attention.

3. Qualify, amplify and prepare recommendations on any or all of the Auditor's com ments for consideration by the Board or Annual Conference.

4. Present proposals regarding income and disbursements to resolve problematic situa tions or financial difficulties which may arise.

5. Review the Affiliation Fees and Annual Subscriptions, preparing recommendations and comment as may be deemed suitable, or if so requested.

6. Recommend auditors for all accounts of the Federation.

7. Assure in the event of the dissolution of the Federation the proper transfer and disposal of all assets and/or property which may remain following satisfaction of all the Fede ration's debts and liabilities in accordance with the Constitution and By-Laws.

8. Assist the Treasurer in the preparation of financial statements and/or proposed budgets when requested.

The basis for these terms of reference is given by Article VI, Management, of the Consti tution. In considering the supervisory function laid down in para 1, it would seem more appropriate to appoint one of the members of Standing Committee III as chairman rather than the Treasurer.

B. Ruthy

Report of the Chairman of Standing Committee iV Appendix A. 7 Cf. Agenda item Human

and

Environmental

Factors

in

AT C

f'age

The main objectives of this study are:

— The creation of a pool of information on the human and environmental factors in the ATC profession.

— This pool of information to be readily available to each member association and other appropriate interested bodies on request, at the discretion of the Board of Officers.

— Consistent with the purely professional status of IFATCA analyse, and provide mean ingful recommendations from the data supplied.

To this end. Standing Committee IV composed and distributed a questionnaire to the 24 member Associations/Guilds of IFATCA in early 1966. This questionnaire is available to interested non-member Associations.

The following completed questionnaires have been received: Belgium, Canada, Denmark, France, Germany, Greece, Ireland, Israel, Luxembourg, Netherlands, Norway, Sweden, Switzerland, Uruguay, Yugoslavia. The Standing Committee would point out that the member Associations who have not completed the questionnaire to date, are, in effect ignoring the Resolutions adopted at Annual Conferences.

A copy of each completed questionnaire was distributed to each member Association plus the ILO — a very interested body with much to contribute to the effectiveness of this study.

The first two of the above objectives hove been partially attained by the distribution of the received completed questionnaires.

The third objective is unlikely to be satisfied with the present data although some use can be made of it as a sample.

An unexpected benefit is the number of related studies from other bodies which have come into the possession of IFATCA. Standing Committee IV is very disappointed with the response. It is understood that certain Member Associations may consider some sections of the questionnaire as being contrary to their respective constitutions. However the major portion of it does not fall into this category. It is Standing Committee IV's considered opinion that a I I associations could,

without it being repugnant to their constitutions, complete some part of the question

naire. The professional effectiveness of this study is being considerably undermined by the lack of co-operation of these member associations.

Enclosed ore the results of our study of Sections B&C. Other sections will be pro mulgated when completed.

D. Eglington

28

A. 2.3

Appendix A. 7 SectioHs B & C - Recruitment/Training Cf. Agenda Item A. 2.3

Page 28 Recruitment Recruitment to the Air Traffic Controller profession is mainly from Secondary School

leavers, holding university entrance qualifications or equivalent and/or previous aviation experience.

Appointment Grade This grade is either Cadet/Aspirant controller or Controller assistant.

ATC Training The cumulative duration of all training courses varies from a minimum of 28 weeks to a maximum of 130 weeks. In the latter case, however, approximately 40 weeks of the basic

instruction is given over 4 years at a rate of 13 weeks per annum.

Practically most countries have established national ATC schools or are in the process of doing so.

Basic

Training

In most countries the initial course is by far the one of longest duration. This is, no doubt, attributable to the limited knowledge possessed by candidates from the secondary school level.

ADC

Training

The duration of this course varies from a minimum of 4 weeks to a maximum of 52 weeks and is in the m.ain of a practical nature. The more common duration is 20 to 30 weeks. The

ICAO training Manual Doc 7192-AN/857 part 14 â&#x20AC;&#x201D; ''Air Traffic Controllers Licence and Ratings", suggests a course of 20 weeks for those of limited aviation background and 13 weeks for those of extensive background.

APR

Training

This course varies from a minimum of 4 weeks to a maximum of 28 weeks â&#x20AC;&#x201D; the variation

being due to some countries combining APR Procedural and Radar or Area.

The ICAO Docum.ent does not include an APR course.

ACC

Training

This course varies from a minimum of 7 weeks to a maximum of 38 weeks. ICAO suggests a course of 30 weeks and 13 weeks for those with limited and extensive backgrounds respectively.

Conclusions/Recommendations

The ICAO Training Manual Doc 7192-An/857, part IV, on the subject of controller training appears to have been implemented in virtually all the countries whose associations contri

buted to the IFATCA study. It is submitted that the above document has one important ommission, that of no guidance with regard to APR training. The Standing Committee recommends that IFATCA requests ICAO to complete Part 14 of this Document by includ ing guidance in this regard.

ICAO recommends training in ADC and ACC for two classes of entrants. From the replies received it would appear that most countries recruit mainly from school leavers and it would appear to this Standing Committee that at new entrant level more emphasis should be placed on theoretical studies of a broad aviation nature with consequent effects on the duration of the specialised Rating courses.

The value of Refresher Training with its consequent benefits to experienced controllers could be recommended by IFATCA.

This Standing Committee recommends that the committee dealing with the ATC Academy gives consideration to the establishment of a "Higher Diploma" granting body within its ranks. The Diploma to be capable of being achieved by correspondence course or study at approved places.

76

This Standing Committee recommends that ICAO be requested to consider adopting a Appendix A. 7 standard set of Psychological Tests for new entrants to the Profession. Cf. Agenda Item A. 2.3 It would seem that a more comprehensive study/questionnaire on Training would yield many benefits.

Finally, this Standing Committee recommends to the Executive that it consider making 'Training" the theme of some future IFATCA Conference.

D. Eglington

I FAT C A

L o n g - Te r m

Financial

Planning

Appendix

A.

8

Cf. Agenda Item A. 2.2.2

Synopsis

Page

28

The future activity of the Federation is considered in order to determine the financial

requirements for the next five years. Means of satisfying these requirements are studied.

Proposals for an appropriate subscription scheme are made.

Introduction Background

Since a number of years and especially at the 6th (Geneva) Conference the problem of income was discussed at length. Expenses showed that a raise of subscriptions was un avoidable, did we want to keep IFATCA on a sound financial basis. Smaller associations were willing to increase their contributions to 15 sh per individual member, whereas larger associations indicated they were unable to approve any raise of more than 20 per cent (from 10 to 12 shillings). The Director of the Canadian Association mentioned the possibility of introducing "Sliding Scale"-Subscriptions.

The devaluation of the pound sterling in November 1967 threatened to cut the income of the Federation in 1968 by 14.3 per cent if no action was taken. As most of the (then active) Officers of the Board happened to be in Canada at that time, they held an ad hoc meet ing in Toronto on November 21/22 to discuss necessary steps. The draft release published on November 30 by the Executive Secretary was the result of these discussions. With the consent of all except one of the Member Associations the per capita subscription for 1968 was fixed at 14 sh. Thus the Federation could protect itself from suffering a considerable loss of income which would undoubtedly have forced a cut-back of IFATCA's activity.

The incident of the devaluation of the pound sterling showed how frangible the financial position of IFATCA is. Although the Officers were well aware that such events are unfore seeable and could happen anytime anywhere, they decided that the whole complex matter of finances should be subject of a paper to be submitted to the Munich Conference. They agreed that in the light of the Geneva discussions the Federation income and expenditure should be planned on a longterm basis.

Following the outlines of a draft prepared by the President on the occasion of renewed negotiations with the United States ATCA, and subsequent comments by the other Officers, Standing Committee III undertook the work to compile the present paper.

References

The following reference material may be of help to Directors when going through this paper:

— — — — —

IF.ATCA Manual 4.2.2 (London and Brussels reports); Vienna report: Resolution A.2 and report of the President; Rome report: Appendix A.4; Geneva report: Resolution A.l, Recommendation A.l; Draft release of the Board of Officers, 30 November 1967.

A i m s General

The Board of Officers is of the opinion that IFATCA is now entering a period in which it should prepare to do another step ahead towards becoming a widely known and re cognised representative of Air Traffic Controllers throughout the world.

Before going into details of long-term financial planning it is essential that the aims of the Federation be recalled.

77

Appendix A. 8 Membership Cf. Agenda Item A. 2.2.2

Page 28 The first of these aims, on which all others are based, is that IFATCA really becomes the

representative of world-wide professional ATC. This means that professional associations of all countries of any importance in aviation should be member of IFATCA. Experience during the past year showed that this includes the US ATCA, associations from African

countries and last but not least associations from Eastern countries. As this paper is mainly dealing with financial aspects, the question of how this world-wide membership con be achieved is not treated here. In view of the negotiations still going on with the US ATCA,

this particular association is, however, taken into account when formulating proposals for subscription scales.

Secretariat

Together with the expansion in membership IFATCA will have to set up its own Secretariat, equipped to modern requirements, with a fulltime executive secretary and possibly secre tarial assistance.

This does by no means say that we are not satisfied with the present Executive Secretary or his work. But we must face the fact that we are living on a very convenient bargain arrangement and that Mr. Monk will not be able, or willing, to continue his work forever.

The salary he receives for his often strenuous work is a m.ere honorarium (ÂŁ 800). As we will most probably not be able to find another qualified fulltime executive secretary for less than ÂŁ 3000 p.a. this obviously is a matter to be budgeted well in advance.

International Conferences

At this stage it might be useful to memorise the objects of IFATCA: Promotion of the profession by technical co-operation.

This is an idealistic approach to solving the problem of international recognition of the profession. Surely a long-term project, but our experience since the foundation has already given sufficient proof that we are on the right track. (Ref.: Opening address of the Presi dent, Geneva Conference, "The Controller", Vol. 6, No. 3, page 12.)

Technical co-operation is above all organized at international conferences where policy and procedures for world-wide adoption are resolved. If IFATCA wants to take any in fluence on these it will have to take part at such conferences, prepare sound papers, explain and defend its own policy, and try to obtain regulations which are reasonable and helpful from the viewpoint of controllers in the field.

The types of conferences envisaged here are above all those of ICAO, but also IFALPA, lAOPA, lATA and a variety of other conferences. Experience of IFATCA officers delegated by their national Government to the 5th Air Navigation Conference last year showed that it was very desirable that more practical controllers take part in the discussions.

Action to be token To enable the Federation to follow the proposed selected track, the following action should be token immediately:

Membership

Membership of IFATCA must be truly representative of world-wide Air Traffic Control.

Apart from giving IFATCA the necessary moral and political (we do not like this word but must accept it as a matter of fact, especially dealing with ICAO) background, this of

course will also influence the Federation's income through increased membership. Expenses will be split-up on more individual members, thus reducing the per capita subscriptions to be levied.

Secretariat

The Federation must establish its own well-equipped secretariat, able to cope with in creased workload. One full-time executive secretary, paid according to standards in com parable organisations, will need at least part-time secretarial assistance.

78

Delegates to International Conferences Append!

The Federation must send its delegates to international conferences in sufficient numbers Page^28 to be able to represent IFATCA policy efficiently in sub-committees, working- and draftinggroups where important decisions are normally worked out and policy is formulated.

Financial Reserves

The Federation must endeavour to built up financial reserves of approximately one year's expenses in order to be able at all times to run a smooth operation despite possible

adverse external economical or political evolutions. This is considered a minimum safety m e a s u r e .

Discussion General

Directors will perhaps ask themselves whether this program set forth above is not too

ambitious for IFATCA. From the Board of Officers' and Standing Committee Ill's point of

view it is not. With this Program we do nothing more than try to realise the wishes of those who hove founded IFATCA in as efficient a way as possible. IFATCA as such is not self-sufficient, its Constitution clearly states that we have to "assist and advise in the

development of safe and orderly systems of ATC" (object c) and to "strive for a world-wide

Federation of Air Traffic Controllers' Association" (object g).

It is obvious at the same time that this program cannot possibly be realized in a matter of one or two years. For this reason the Board of Officers has charged Standing Committee III

with studying the complex problem and with submitting proposals or recommendations to the Conference.

Financial Requirements

Before implementing any policy we have to consider the consequences in terms of money.

In this particular case the question arises how much the whole programm will cost us per year. The following list gives an indication of minimum, expenses deemed necessary for the implementation.

Expenditure

Secretariat, salaries and travel Attendance at international conferenc Annual conference

Elective officers meetings & expenses

onery, printing, postage & general exp.

Standing committees

Audit and other exper

Comments on items

As pointed out under "Aim", above, expenses for a secretariat will be a minimum £ 3000 for the executive secretary's salary. For rent, travel expenses, secretarial assistance etc. at least another £ 1000 have to be budgeted.

In his comments on the subject Mr. President pointed out that "implementation of policy means representation at international conferences. With a view to the number of such con

ferences in which we would be interested, the number of delegates needed and the cost of approximately £ 10 per day (USA and Canada), an amount of £ 2000 p.a. must be budget ed. This should include cost of travel if no free transport is available and in some instances refund of salary when the selected representative cannot get leave with pay."

Directors will notice that the other budget items have not been increased considerably beyond the 1968 budget level. The increase for Standing Committees seems to be desir able as these working groups will have to be very active.

This then is:

79

The Challenge

To provide approximately £ 8500 for effective management of IFATCA. At this stage it must be made clear that the major part of the Federation's income must and will always be subscriptions from member associations. Contributions received from cor poration members and interest on the reserve fund are welcome alternate sources but IFATCA must never depend on them only for obvious reasons. Nevertheless, an increase in

both seems feasible, especially with corporation members of the United States and Cana dian industry and perhaps with another good attempt with airlines which have hitherto refused to support us. The Treasurer points out in this respect that dues should always be

paid as soon as possible and practicable after the 1st of January. This has a considerable influence on the interest we receive at the end of the fiscal year.

The fact remains, however, that with the present membership and even including the US ATCA the expected expenses would require subscriptions of roughly £ 1 per individual member. Considering that in a number of member associations controllers pay about that much in one month, and considering what could be achieved if these funds were made

available, this seems to be very modest. On the other hand we know that larger associa tions normally pay IFATCA subscriptions out of their annual budget and seem to have difficulties in levying the additional funds from individual members. This explains their hesitation to agree to any further increase of subscription.

For this very reason the introduction of a sliding scale system has been brought into dis cussion. This kind of subscription system would grant some "rebate" to associations above a certain number of members. A sliding scale system has also been discussed in our con tacts with the ATC of the United States.

Directors will remember that in the early stages of IFATCA the so called 99% clause was

adopted in view of a future request by ATCA to join the Federation. The idea at that time

was to make sure that no one association should pay more subscriptions than all other member associations together. Though the principle is still valid, the application does not seem to be fair in the long run as it depends very much on the development of membership in other member associations. The following, purely hypothetical, example will prove this: Provided that the annual per capita subscription remain 14 sh generally, payments would be OS follows:

in 1968 IFATCA (3600 members) £ 2520, ATCA (5200 members) £ 2495 or 9/7, in 1973 IFATCA (5000 members) £ 3500, ATCA (6000 members) £ 3465 or 11/6.

Although ATCA would benefit of a reduction of £ 1145 in 1968 and £ 735 in 1973 the fact remains that as membership increases in other member associations or as new members

join IFATCA, this reduction would become much smaller. At the same time member associa

tions with large membership but not falling under the 99% clause will not get any reduc tion at all which does not seem fair either.

The best solution would certainly be to achieve world-wide membership which would allow

to fix comparatively low per capita subscriptions and apply them for everybody. For budgeting purposes the Treasurer would definitely prefer such a system. But until such time as we need to achieve this goal we have to find a practical solution acceptable to large and small associations.

In this context it must be mentioned that smaller associations have their financial problems, too. Subscriptions paid by them are usually only a small part of the costs involved in IFATCA membership. Representation at annual conferences constitutes a much larger (per

capita) expense to on association with say 50 members than it does to another one with some 600 to 800 members (Ref.: Standing Committee III report to the London Conference).

The problem then is to find a solution satisfactory or at least acceptable to all associations,

still giving IFATCA the necessary funds. One important factor must not be forgot in trying t o fi n d t h i s s o l u t i o n :

The first consideration should not be what is acceptable, but what is required to run an international federation efficiently.

After all, no member association or prospective member association is interested In an inefficient IFATCA, even at a bargain price.

Before drawing the outlines of a sliding scale subscription scheme it was considered how the necessary income could be combined. For the reasons given above, income of cor poration members and interest were calculated as auxiliary income. The following list was established to otf-set the expected expenses:

Income

Appendix A. 8 Cf. Agenda Item A. 2.2.2

draft Budq.68

Page 28

Member Associations .

Corporation Members Interest

Therefore, with approximately 9000 members to provide for £ 6500, the average subscrip tion per member should be slightly in excess of 14 shillings (± $ 1.70). That means that even if ATCA applied for membership and paid full subscriptions — together with all

other member associations — the necessary income could only just be reached. With other words: To enable us to grant any sort of 'Vebate'' to associations with large membership, per capita subscriptions for the "first 100" members or so must be increased to make up

for lower subscriptions above.

Affiliation Fees

Affiliation fees are an important additional income of the Federation in its effort to build up appropriate reserves. The fixed amount should not moke application of prospective

members prohibitive. For this reason it has been resolved that affiliation fees may be paid over a period of three years. Due to the devaluation of the pound sterling affiliation be comes 14% "cheaper" for associations of countries which have not devaluated their cur

rency. To reduce the fees any further would be against our aims.

Proposals Motivation

Based on the considerations reflected so far an attempt has been made to construe a system of subscriptions in form of a "5-year-plan" giving: 1. IFATCA the necessary funds to reach its aims, and 2. Member Associations the possibility of budgeting their finances for the Federation well in advance.

The proposed solution is directed to the Member Associations and to the ATCA of the

United States as a basis of discussion. If both parties agree that this is the minimum finan cial requirement for effective management then they must also be prepared to supply the

financial means by raising the annual subscriptions in successive years.

The following sliding scale is suggested to be agreed as a complete program, the program to lead up to a basically sound situation in five years time after it is implemented. The program is based on the subscriptions levied today. To facilitate entry of ATCA, extreme ly low figures are suggested for the number of member above 1000.

Sliding Scale for Annual Subscriptions The following scale is proposed for adoption by the Conference: 4th year

shillings

3rd year shillings

shillings

5th year shillings

1st year

2nd year

shillings fi r s t

100

members

14

15

16

18

20

n e x t

200

members

12

13

15

16

18

n e x t

300

members

12

12

14

15

16

n e x t

400

members

10

10

12

14

14

n e x t

1000

members

4

5

6

8

10

n e x t

2000

members

3

4

5

6

8

n e x t

3000

members

1

3

4

5

6

n e x t

4000

members

0

1

2

3

4

above 11000 members no subscriptions shall be levied 81

Appendix A. 8 Cf. Agenda Item A. 2.2.2 Page 28

Consequences for Member Associations

Based on the membership-figures declared by Member Associations for the fiscal year 1968, or our estimates thereof, the following annual subscriptions would result: Members

possible

m a x i m u m

members

5th year

67

47

50

53

60

67

85

85

Belgium

127

86

92

100

11 4

124

160

154

Canada

678

409

424

456

529

574

850

695

Denmark

100

70

75

80

90

100

150

145

Finland

102

71

76

81

91

102

160

154

France

290

184

198

222

242

271

450

400

Germany

547

338

353

403

435

478

600

520

Greece

65

45

49

52

58

65

100

100

Hongkong

59

41

44

47

53

59

70

70

Iceland

50

35

37

40

45

50

80

80

Iran

50

35

37

40

45

50

80

80

Ireland

64

45

48

51

57

64

80

80

Israel

20

14

15

16

18

20

40

40

Italy Luxembourg

50

35

37

40

45

50

80

80

8

5

6

6

7

8

12

12

Netherlands

82

57

61

65

74

82

11 0

109

150

100

107

11 7

130

145

180

164

251

160

173

193

2 11

236

300

280

Austria

New

Zealand

Norway

27

19

20

21

24

27

40

40

Sweden

153

102

109

11 9

132

147

180

164

Switzerland

159

105

11 3

124

137

155

220

208

60

42

45

48

54

60

80

80

500

310

325

370

400

440

550

480

Rhodesia

Turkey United Kingdom

10

7

7

8

9

10

15

15

Venezuela

11 0

76

81

87

98

109

200

190

Yugoslavia

100

70

75

80

90

100

140

136

3879

2508

2657

2919

3248

3593

5012

5200

11 3 0

1415

1720

2055

2460

6200

9079

3638

4072

4639

5303

6053

11 2 1 2

Uruguay

US

AT C A

I FAT C A

4561 2800 7361

The above list shows that with todays membership the goal of £ 6500 could not be reached.

The "possible maximum" column however clearly indicates that with a certain growth of

membership — in most cases calculated very cautiously — the proposed sliding scale could be usefully Implemented.

Conclusion IFATCA was founded on the principle of even distribution of cost over all individual

members. This principle was confirmed at the London Conference, with the exception that any single Member Association should not contribute more than 99% of the total annual subscriptions from all other MAs. With the proposed program we are diverting from this principle to the extent that all larger associations should benefit of slightly reduced subscription rates above a certain number of members. At the same time subscriptions from smaller associations would still be within reasonable lim.its.

The program offered provides the necessary basis and it is believed to respect a fair prin ciple of cost-sharing. The present member associations have carried the can sofar at the expense of sometimes up to 40% of their budget, which of course was raised when they joined IFATCA. It is logical therefore that other newly joining associations will have to do the same if they are unable to cover the required funds from their running budget.

Should it become clear that with increased membership the necessary funds will be avail able before reaching the "5th year" of the program, subscriptions can of course be adapt ed to the new circumstances.

B. Ruthy

82

Income of the Federation with CATCA proposal fore sliding scale 67 127 678 ICQ 102 290 547

members, members, members, members, members, members, members,

to to to to to to to

Appendix 1

contribute £ 53 contribute £ 101 contribute £ 481 contribute £ 80 contribute £ 81 contribute £ 228 contribute £ 403

65 members, to contribute £ 52 59 members, to contribute £ 47 50 members, to contribute £ 40 50 members, to contribute £ 40

64 20 50 8

members, members, members, members,

to to to to

contribute contribute contribute contribute

£ £ £ £

51 20 40 20

82 members, to contribute £ 65

150 members, to contribute £ 120 251 members, to contribute £ 201 27 members, to contribute £ 21 153 members, to contribute £ 122 159 members, to contribute £ 127 60 members, to contribute £ 48 500 members, to contribute £ 375 10 members, to contribute £ 20 110 members, to contribute £ 88 100 members, to contribute £ 80 3879 members, to contribute £ 3004 U S AT C A

5200 members, to contribute £ 2000 (instead of £ 2565) 9079 members, to contribute £ 5004

According to this proposal the per capita subscriptions for ATCA, CATCA and the Luxem burg Guild would be:

AT C A :

7s

8d

C AT C A : \a.

50

s

Draft Budget 1968 - Provisional Budget 1969

Appendix A. 9 Agenda Item A

Draft Income

Member Associations .

Corporation Members Interest

Expenditure Stationery & Printing

Postage & General Expenses Elective Officers' Expenses Delegates international Conferences Executive Secretary, Salary & Travel Standing Committees Annual Conference Audit Fee

Depreciation of Office Equipment

Miscellaneous (taxes, etc.)

<pected balance

Provisional

Budget 1968 Budget 1969

Page 29

Appendix B. 1 Report of the First Vice-President

Cf. Agenda Item B. 1.1 Poge 31

The duties of this office as outlined in the IFATCA Constitution and By-Laws is to assist the President and represent the Federation at external meetings as directed. In addition, (and I emphasize this phrase) it states, "The First Vice-President shall take over such duties as may be assigned to him by the President". These responsibilities are relatively straight forward, but there is no mention of the 230 odd letters, directives, questionnaires and information circulars which have during the past year crossed my desk. Hence, rather than

review each development as it occurred or explain in detail the meetings and hearings attended, I have briefly listed in chronological order where possible, the activities under taken on behalf of the Federation and for Member Associations.

— Reviewed the initial draft of the revised Constitution and By-Laws, via correspondence with the Canadian IFATCA Liaison Committee, which resulted in a re-drafting of several clauses for ease of interpretation and into more understandable language.

— Prepared and submitted a final draft of the revisions to the Constitution for further consideration prior to the Amsterdam Board of Officers Meeting.

— Attended the Radio Technical Commission for Aeronautics 1967 Annual Assembly Meeting in V/ashington, D. C. from September 19 —20th. (Complete report in "The Con troller".)

— Met with ATCA's past Executive Director, Mr. Cliff Burton, at their Washington Head quarters to discuss closer liaison and the possibility of full affiliation with IFATCA.

— In October participated in the Minneapolis-St.Paul ATCA Convention. Copies of my address to the General Assembly have been distributed to Member Associations. Fur ther details are contained in my Regional Liaison Officer's Report and a summary of

the panel discussions will appear in a later issue of "The Controller".

— Also met informally with representatives of the Venezuelan Association in Minneapolis to discuss the progress being made since our former Honorary Secretary visited Carra-

cas last year. Discussion of developments in the Caribbean Federation of ATC also ensued.

— Travelled to New York, Keflavik, Luxembourg and Brussels, meeting briefly with the Chairman of each of the Member Associations in the respective countries while en-

route to the Officers' Meeting in Amsterdam. Incidentally I left Toronto immediately after completing an 8 hour shift on October 18th and arrived in Amsterdam some 28 hours in transit later. The refurn trip via train, auto and aircraft took 32 hours, but con

siderable expense to the Federation was circumvented when free transportation didn't materialize, although I would not recommend this method of travel to anyone!

— Attended opening of CATCA National Council Meeting — October 29th in Ottawa.

— Assisted Mr. Joe Foppiano, Chairman of ATCA's "Operation Snowstorm" in Atlanta to obtain information of value to their study on working conditions and equipment in U. S. ATC facilities.

— Hosted a Special Officers' Meeting in Toronto on November 25, 1967 regarding the devaluation of the Pound Sterling. Assisted President Tekstra and Treasurer Ruthy in drafting a release to Member Associations seeking approval for an increase from 12 s. (old) to 14 s. (new) per member, and for Corporation Members from 50 to 60 pounds as the new annual subscription rates (see 68.A.23 1 Agenda item A.2.2.2).

— Distributed copies of Vol. 2 of Judge Robinson's Report on Canadian ATC to all Member Associations (a limited number of copies are still available).

— Publicized the dates of the Munich Conference through "Aviation Week and Space Technology", "Canadian Flight" (COPA), "Canadian Aircraft Operator", and "Cana dian Aviation" magazines, in early February, which has appeared in each issue since.

— Prepared the proposed Terms of Reference for Standing Committee III (Finance) (see paper 68.A.8, Agenda Item A.2.2).

— Assisted the Canadian ATCA in presenting initial contract proposals to the Treasury Board of Canada (employer of ATC in Canada on behalf of Government of Canada) and attended some negotiation discussions under the Collective Bargaining procedures recently established for Canadian civil servants.

— On January 25, 1968 attended with the CATCA Executive, the Canadian Department of Transport's discussions of the numerous recommendations contained in Judge Robin son's Report, Vol. 2,

— Participated in the Public Service Staff Relations Board's formal hearing regarding CATCA's appeal against the "designation" of 74 Canadian Control Tower (ATC4 and below, no IFR) Controllers on the grounds that the Department's proposal to provide a minimal VFR operation was possibly a threat to the safety of aviation and would be providing a false sense of security to the travelling public, in the event the CATCA's 84

negotiations with Treasury Board fail to achieve a conciliation and CATCA members Appendix B. i withdraw their services. (CATCA has, at present, the right to strike within the limitations Agenda Item B. l. of the legislation governing same, but can be ordered back to work by Parliament passing an Order-in-Council. Severe penalties are legislated if any employee disobeys

such a directive, and the Association and its Officers can be heavily fined for not assur ing that their members return to work.)

On February 27, 1968 again attended a PSSRB hearing in Ottawa re Canadian Air Traffic Control Assistants being represented by a civil service staff association of cleri cal workers (not involved with ATC). The CATCA appealed this since it had previously been certified to represent all ATC personnel in Canada, from ATCO's-in-Training to Regional and Headquarters personnel, who are eligible to participate in Collective Bargaining (legislation excludes only Unit Chiefs and Management executives, but not supervisors or ATCO's who are eligible and now members of the CATCA).

Provided IFATCA's Standing Committee I with Canadian Manuals of Operations plus

amendments and other technical information with some North American comments and

viewpoints reorganization and the projects being undertaken.

Drafted the initial Terms of Reference for Regional Liaison Officers distributing some during February 1968 (see 68.A.21 Agenda Item A.5.2 for Sub-Committee A).

Completed free travel arrangements to attend the International Airline Navigators Council's Annual Convention in New York, March 12 —14th, but unfortunately the invi tation had to be turned down, our President advised, due to Federation finances.

Arranged for groups of pilots to tour ATC facilities in Toronto, as a part of the CATCA Toronto Branch's "ATC Week" programme, to better acquaint the aviation public with the Canadian ATC system, and to publicize the endeavours of the CATCA through par ticipation in IFATCA projects. Slides were shown of some of the European ATC facilities which I had visited last Spring and the EUROCONTROL Headquarters plus the Experi mental Centre at Bretigny. This endeavour was very well received and evoked consider

able comment (March 7 to 14th).

Launched a progressive "Corporation Membership in IFATCA" recruitment campaign to have corporations and aviation organizations in North America actively participate in IFATCA's endeavours. The first letter was sent out on February 23rd, and the results

to date have indeed been encouraging. I would again, on behalf of all Member Asso ciations, welcome our newest Corporation Members and any of their delegates who are in attendance.

— On March 29, 1968 a lecture and discussion with Canadian Armed Forces personnel on

the new holding pattern procedures and protected airspace criteria being introduced in Canada, effective May 1st, 1968, was attended.

— During March contact was established with organizers of the new U. S. Professional Air

Traffic Controllers Organization (PATCO) in Cleveland, Minneapolis and New York.

This organization plans to hold its Constitutional Conference in Chicago during the first week of July and has on temporary retainer the famous U. S. criminal lawyer Lee Bailey.

A spokesman for the new organization stated that the primary reasons for its formation is that ATCA is unable to bargain effectively for Controllers in the U. S. because FAA management personnel are included as members, and that NAGE, the other civil ser vice union, representing some Controllers, includes too many varied government groups to solve the specialized problems of Controllers. The organization's proposed charter

forbids work slowdowns or stoppages as a means to gain benefits and according to Attorney Bailey, will publicize its case in arguments to the FAA, before Congress and through news media and the courts if necessary in order to have some of the problems facing the U. S. Controllers rectified.

This has, I believe, been a year of decision for our Federation. The policies formulated at past Conferences have been effectively set in motion and the influence of the Federation's activities has grown now beyond the national boundaries of the Member Associations.

The gap which has existed for too many years between the operational Controller and those in authority to establish the rules and regulations of the Air Traffic Services has now been crossed and only requires a firmer foundation upon which to build. Such a foundation, however, con only be achieved through understanding and co-operation. The very attend ance at this Annual Conference by observers from so many respected international organi zations, plus the many other delegates of those authorities interested in aviation and trans portation, I feel, is indicative of the rapid advancement and progress that is presently being made and can be achieved in the future through our IFATCA. I stated last year in Geneva, in accepting this position on the Board of Officers, that "the next ten years . . . are going to prove to be the greatest challenge our profession may ever

face!" Statistics recently released by ICAO have revealed a "growth trend" in world-wide 85

Appendix B. 1 Airline traffic from 80 million passengers carried in 1957 to over 250 million passengers Agenda Item B. 1.1 carried in 1967. That is over 200% in ten years! Air freight during this same period for Page 31 scheduled airline service increased from approximately 1 billion "Revenue Ton Miles" to 4.4 billion! Even more spectacular, is the growth trends of business and private aircraft

with the advent of the executive jets on the market. From an all-time-high of approximately 7800 aircraft delivered in 1963, sales of business aircraft in the U.S. market jumped during three short years to 15,500 units being delivered in 1966, plus an additional 13,483 aircraft

being added by U.S. Manufacturers alone again in 1967. Increased aircraft utilization by

both the airlines and private owners or corporations will produce even greater demands

upon the resources of the individual Controllers to cope with the peak traffic periods in already crowded airspace. During last January in North America some 1,254 aircraft were delivered setting a new record for that month and possibly giving a glimmer of what 1968

will produce, in that these deliveries only confirmed the upward trend which was evident once again during the final quarter of last year.

IFR traffic last year at Centres around the world generally increased on the average 15% or more. In 1967, the FAA's 313 airport control towers reported a record 49.9 million take-

offs and landings. This is almost twice as many as the 25.1 million operations reported by the 205 FAA towers back in 1957. IFR flights handled by the 28 FAA Air Route Traffic Con

trol Centres jumped from 8 million in 1957 to 16.6 million in 1967. The 331 Flight Service Stations almost doubled their flight plan servicing, pilot briefings and aircraft contacts to 33.5 million in 1967 compared to 16.9 million in 1962, only five years ago! The ten busiest

Towers reported more than 400,000 operations with the top three being Chicago O'Fiare â&#x20AC;&#x201D; 643,787 operations; Opa Locko, Florida â&#x20AC;&#x201D; 634,799; and Van Nuys, California -- 496,564.

Fort Lauderdale (Fla.), Long Beach (Calif.), Los Angeles International, San Jose Municipal (Calif.), Kennedy International, Miami and Denver International all averaged more than 7,800 operations each week over the year. The Chicago, New York, Cleveland and Wash ington ARTC's handled over 5 million IFR aircraft in 1967, which is more than 30% of the nation's traffic. Providing this high volume of service in the USA are 12,000 FAA Controllers and 4,000 Flight Service Specialists under the management of 20 Area FAA Offices.

Recently published FAA estimates indicate a 250% increase in aircraft operations at tower

controlled airports in the next decade. IFR aircraft movements in 1967 totalled 15 million

in the U.S. and are expected to increase 80% in the next three years! In emphasizing the problem FAA's Administrator, General W. F. McKee, recently warned that regulating air

carrier schedules and imposing greater restrictions may be necessary, since forecasts, which from past experience are normally conservative, presently project for 1979 45 million IFR

operations, 444 milion airline passengers, and 342 bilion revenue passenger miles being flown compared to the present 86 billion revenue passenger miles in the U.S.

The FAA also reports 9,276 airports in operation at the end of 1967, an increase of 400

over the previous year, of which 6,296 (62.2%) are privately owned. Lighted runways are provided at 3,149 and paved runways at 3,109 airports. Airlines in 1967 provided jet service

at only 182 airports but are forecasted to extend their operations to an additional 216 airports by 1973.

During a U.S. survey conducted in May, 1967, data compiled showed 17,009 airline flights

scheduled for Fridays, with Monday to Thursday only 1% less. Of this 6,398 were jets 4,551 turboprops, 5,284 piston airplanes and 776 helicopters. This is a 45% total increase

since 1965. Jet service indicated 223% increase, turboprops 195%, while piston aircraft operations declined 21%. Of the 49 foreign carriers operating into the U. S., 14 were Cana dian based and 6 were from Mexico.

In Canada, VFR movements at the 39 DOT Control Towers increased 8.4% to almost 4 mil lion operations in 1967, while IFR operations at the 8 Area Control Centres increased

14,7% from 792,570 movements in 1966 to 922,600 IFR operations in 1967. The NAT opera tions reported by lATA indicated an 18.8% increase in passenger traffic.

More regulations to govern the flight of VFR pilots are being introduced to the ATC system in order to regulate traffic movements within confined airspace. Structural changes in air ways systems, speed restrictions, holding pattern entry procedures and protected airspace criteria are being redesigned by computers. The "productivity" of the Controller and his

associated workload has increased very rapidly, and as a result he has been compelled to conform to a system of standardization such as "one-way airways" which may not be as expeditious a routing for the pilot but provides the Controller with a greater margin of safety and eliminates the possibility of errors occurring.

Fortunately, ATC equipment development and improved navigational aids are being quick

ly introduced, but probably not soon enough. The touch-wire display being produced by Marconi and Plessey are indeed promising. The operational evaluation of the improved Dectra long range navigation system on North Atlantic routes by the FAA and several

European airlines, plus Eastern Airlines DC-9 55-minute air shuttle run between Washington

National Airport and La Guardia, N.Y. being saved by an average of 12-15 minutes Appendix B. i

during the first months of flight testing of the Decca Omnitrac, through the ability to navi- Agenda Item B. 1.1 gate off course" from normal VOR airway centrelines, both show promise in permitting system expansion. The SSR station built at Kilkee on the Irish cost using a Cossor Electro

nics CE-70 and an Elliott Automation digital video processing unit to survey NAT lateral separation along with a similar review operation being conducted from Gander, New foundland and U. S. Coast Guard cutters in mid-Atlantic should result in better utilization of airspace eventually.

Also of interest is General Precision's potentially large and bright screen display which uses lasers for writing and photochromic material for storage with ultraviolet light which

darkens the screen and can be varied to adjust decay rate. Such a capability would great ly enhance the "Common IFR Room" concept, which will combine LaGuardia, Kennedy and Newark approach control units into one facility. Incidentally, FAA human factor stu

dies of large-screen projected radar displays (command wall-type) have found that there is no fatigue or eyestrain nor is precision in vectoring impaired. At Bouchette, Quebec, Canada s first experimental communications satellite terminal is being built by Northern

Electric, a subsidiary of the Bell Telephone Company. It is a prototype for other stations

which are to be located in the far north, and will be capable of remaining operational

under heavy ice coatings, withstanding winds in excess of 80 mph, as well as being trans

portable by DC-3's equipped with skis. The EUROCONTROL Agency's thorough planning

and development of procedures and agreements for control of the upper airspace over most of Europe, through the utilization of computers and digital radar displays, provides

a considerable degree of encouragement to the operational ATC personnel. Fiowever,

these developments will n o t be enough to ease the "flow control" situation which every day is becoming more prevalent. With the New York terminal area, which contains 5 major airports and a total of 31 airports within 60 m.iles, averaging 7,900 operations daily, plus

1/750 IFR movements, and Los Angeles, with 8 major airports and a total of 46 airports within a 60 mile radius, averaging 13,300 operations per day with 1,900 instrument flight during 1966, aviation authorities cannot realistically cut back on funds or personnel if

the safety and efficiency of the ATC service is to continue.

In summary, I believe we are well aware of the task ahead of us and of the problems to

be overcome while our working conditions, equipment and procedures are slowly deve

loped to meet the SST era, which is almost upon us. Nevertheless, in our deliberations we

must not forget the newly developed ATC systems of our smaller Member Associations.

I trust therefore that the policies adopted by the Federation at this our 7th Annual Con ference will serve us well during the next five years, or at least until we can "catch our breath" between communications to review the results. I would ask that each of you dis

seminate the information, knowledge and cordial understanding which you may acquire at the Conference to your membership, and related aviation groups, in order that it may

foster greater understanding and co-operation amongst all aviation organizations, which

Will be necessary during the immediate months to come. By your continued dedication,

interest and assistance in the projects undertaken by IFATCA, I am confident that together we con measurably assist and guide the development of a truly international ATC system,

which both you and I shall be required to assure really works!

J. R. Campbell

Report of the Chairman of Standing Committee I Appendix B. 2

Cf. Agenda Item B. 2.1

Work Programme The Work Programme for Standing Committee I was approved at the Geneva Conference under Resolution B.9 and was as follows:

— The formulation of IFATCA policy agreed at the Geneva Conference in a form accept able for inclusion in the Manual.

The preparation of recommendations for the progressive elimination of VMC Clearance to IFR flights.

— The continued examination of Radio Communication Failure procedures.

— Examination of Part X of Doc. 4444 "Procedures for Primary Radar".

— Examination of the report of the ATC Automation Panel.

— Examination of the completed questionnaires on Civil/Military co-ordination.

— Examination of SSR in the ATC environment.

87

Appendix B. 2 Cf. Agenda Item B. 2.1 Page 31

All the above items hove been discharged with the exception of the examination of Part X of Doc 4444 which is a rather lengthy and detailed task and has not yet been completed and the examination of the completed questionnaires on Civil/Military Coordination for which no reply has so far, been received from the Italian Association in respect of the proposed questionnaire.

IFATCA Policy Paper 68.B.4 sets out the IFATCA Technical Policy in a form related directly to the ICAO Documents PANS-RAC Annex 2 and Annex 11. This task involved a great deal of hard work and research into documentation. I am indebted in particular to Mr. Saker of Stand ing Committee I for his patient compilation of this Paper.

Co-operation with international Organisations Paper 68.B.12 â&#x20AC;&#x201D;1 deals in detail with the work which Standing Committee I has carried out

with IFALPA. There has been an extensive exchange of views with this organisation during the past year and as the President has done a great deal himself to foster this relationship I am sure he will be well pleased to see a practical outcome to his efforts.

Mr. Mundy of Standing Committee I is our main contact man with IFALPA and I wish to thank him for devoting so much of his own time to this task particularly in regard to Radio

Communication Failure Procedures and the exchange of views on the 5th ANC Agenda.

S S R i n t h e AT C E n v i r o n m e n t

Paper 68.B.10 is an attempt to set out for you the problems associated with the advent of SSR. As you know this is a subject which is included in the Provisional Agenda for the forth coming 6th ANC and it is anticipated that SSR may be a subject upon which Conference may direct Standing Committee I to prepare material.

It is I believe, the first attempt to set out in detail the application of SSR from the view point of the air traffic controller. The paper is primarily the work of John Saker assisted

by Freddie Crewe of Elliots and Bob (upside-down) Shipley of Cossors.

5th ANC

As you know the President was present at the 5th ANC albeit in his official capacity and I am certain the Council could not help but be impressed by active controller participation.

Standing Committee I were not in a position to prepare material for the 5th ANC other than to participate in the exchange of views with IFALPA mentioned in para. 3 above. We

were fortunate however, that Vic King of Decca was present and was able to provide Standing Committee I with an abbreviated report of those proceedings which were of i n t e r e s t t o I FAT C A .

Conclusion

In the past year I have endeavoured to extend the meetings of Standing Committee I to include representation from those of our membership whose knowledge was of value in respect of specific items. In the foregoing you will have noted the names of three of our Corporate Members. I am indebted to these gentlemen for travelling long distances on

wet and windy winter's evenings, to give us the benefit of their professional knowledge.

In conclusion I wish to observe that the burden of work for Standing Committee I as with the other Standing Committees does not get any lighter. It must be remembered however

that these Committees are composed of volunteers who give of their own personal time

and therefore there is a limit to the amount of work which can be discharged satisfactorily.

The main task of Standing Committees is to try to complete the Work Programme as laid

down by Conference and it is therefore of particular importance that Directors should give

their full attention to the items which they consider should form the Work Programme of these Committees, always bearing in mind the limited resources available.

The British Guild has discharged the duties relating to Standing Committee I for some years now and I am directed to inform you that it does not seek to continue. However, in view of the importance to IFATCA of this Committee and in the event that no other Association is

in a position to discharge these duties the British Guild will offer itself for re-election at Munich should there be no other nominations.

Arnold Field 88

Norway orders British Air Traffic Control System A British secondary radar system is to be installed at

Norway's Fornebu (Oslo) airport. It will be a Cossor/ Elliott CE70 system for which Elliott-Automation supplies the complete automatic video data processing equipment, including a small, low-cost Elliott 900 Series on-line com puter, and Cossor Electronics, the special aerial, interro gator and ground monitor.

Elliott-Automation has developed the advanced com puter programs and electronic hardware needed to handle

the high speed, coded secondary radar transmissions and make the information they carry suitable for written, „alpha-numeric" display on the radar screens. The infor mation, or "tag", automatically follows each aircraft as it moves across the screen and can be selected or erased as required.

One of the advantages of this advanced video process

ing system is the extremely accurate indication of the

with range counter, for The plot circuits and

information obtained from an integral range transferring to the plot extractor. extractor, manufactured from DTL integrated incorporating a 12-bit, 1024-word core store

with 1.5 microsecond cycle time, performs three functions.

It proves the presence the number of returns establishes the code trains on consecutive

of a valid aircraft plot by counting from a particular point in space. It of this return by comparing code range scans. By determining the

beginning and end of a plot in azimuth, calculating its true centre and combining this with the range information, it establishes the exact position of the aircraft.

At this stage the processed information containing the identity, exact position and height of the aircraft is in the form of 12-bit words.

These are fed to an Elliott 902 converts the input into a form suitable for the video generator which drives the radar display screens.

ELLIOTT

aircraft's position.

The 900 Series computer retains in its store the identity, height and updated position of each aircraft under sur veillance. The Fornebu installation will handle foreseeable

traffic but the capacity of the system can be readily expanded should forecasts prove inadequate.

The manufacturers' experience in secondary radar has

been gained largely from work on both civil and military

New Look at Amsterdam T h e N e t h e r l a n d ' s G u i l d o f A i r T r a f fi c C o n t r o l l e r s

attaches importance to the announcement that the article "New Look at Amsterdam", which was published in the

April, 1968, issue of THE CONTROLLER, has not been written by a member of the Guild and should not be

systems supplied to British and foreign governments.

Cossor secondary radar equipment has been chosen to

construed as representing its official opinion.

Indeed, this article was based on a news release of the

provide complete coverage of the United Kingdom Air

"Rijksluchtvaartdienst" (RLD — Dutch Civil Aviation Ad

ways system whilst well over 100 Elliott Video Processing

ministration) and has been prepared by J. S. Smit, Chief,

system are being supplied for Europe. Several civil in

Operations, RLD, who is well known to IFATCA members through his participation in Annual Conferences and, particularly, his introductory remarks to the panel dis

stallations have been provided already. Typical examples are the one for monitoring transatlantic traffic from Kilkee

in Ireland, and the computerised system at the Eurocontrol experimental unit at Bretigny.

Technical Description The equipment to be provided comprises the following; A Cossor SSR 700 aerial.

A Cossor SSR 700 aerial.

A Cossor SSR 1600 monitor transponder.

An Elliott dual register decoder.

An Elliott secondary radar plot extractor.

An Elliott 902 computer.

An Elliott video generator.

With the exception of the final amplifier stage the

crystal controlled interrogator is constructed from solid state electronics. It is provided with multiple monitoring

c u s s i o n " T h e M o v e t o w a r d s A u t o m a t i o n i n A i r T r a f fi c

Control"

(see

page

39).

Ed.

IFATCA Jacket Bodge A jacket badge showing the IFATCA emblem has been created and manufactured by Bengt Joelsson of the S w e d i s h AT C A . I t i s a n o t h e r t o k e n o f t h e i n t e r n a t i o n a l

spirit of IFATCA members, and the smartness of this badge makes it really attractive. If you wish to purchase one for yourself or for your colleagues, please contact Mr, Bengf Joelsson 54600 Karlsborg ■Villagatan 5 Molltorp Sweden

points for self-test purposes. Digital techniques are used in the mode generator to produce all the necessary

triggers and individual circuit functions are assembled onto separate, plug-in printed circuit boards.

The interrogator handles all civil, military and test transmissions as well as providing for triple mode inter lace, aerial interlace and sector interlace. Five pre-set

mode interlace programs are available and can be changed easily and rapidly.

The secondary radar signals gathered by the inter

rogator will be transmitted to the Fornebu air traffic con trol centre via a video data link and fed to an integrated circuit (TTL and DTL) digital decoder. The decoder accepts

the masses of individual pulses received at high speed

from the aircraft transponders, establishes the presence of code trains and prepares them in parallel form, togethei 89

Book Review Bad Night of O'Hore

AIRPORT by Arthur Hailey, Doubieday & Co. Inc., Garden City, N.Y., 1968, 440 pp., g 5.95.

A n a g i n g c o n t r o l l e r, w h o h a s r e a c h e d t h e s t a g e w h e r e h e i s b a r e l y competent, is one of the appealing characters in Arthur Hailey's new novel, AIRPORT. Hailey weaves half-a-dozen plots into a bang-up story which spans seven hours of the worst night of the year at Lincoln Inter national Airport. Most controllers will recognize Lincoln immediately as another name for O'Hore.

If you read Hailey's preceding novel, HOTEL, you may be aware of the vast amount of research which he always completes, in order to obtain an extremely realistic, authentic background for his stories. He has done the same thing with AIRPORT; for this project he spent seve ral months touring North America, talking to controllers, pilots, airline a n d a i r p o r t m a n a g e m e n t p e o p l e a t K e n n e d y, O ' H a r e , Ta m p a , W a s h

It is very pleasant to note that the reproduction quality of the pho tos is well matched by the clarity of the diagrams; the photographic equipment of the Lunar Orbiter space vehicle and its associated video transmission system may serve as an example of how complicated pro cesses con be presented in an easily understandable manner.

The book also contains a classified index of the subjects treated, source references, and a compilation of useful data about the moon

and the various space projects related to it. EH

Die Luftfahrtberufe

(Careers in Aviation) by Ernst Schworz. 244 pages, 52 pictures; DIN A 4; clothbinding; DM 48,—. Published by KrausskopfFlugwelt-Verlag, Mainz, FRO. This is c comprehensive survey on careers in civil aviation, based

on the educational system and the working and employment conditions i n t h e F e d e r a l R e p u b l i c o f G e r m a n y. I t i s p r i m a r i l y i n t e n d e d f o r t h e young school leavers and college graduates who frequently have but

ington, and Los Angeles, as well as several Canadian airports, to get a feel for how the system really operates.

T h e r e s u l t o f a l l t h i s e ff o r t i s a m o v i n g , d r a m a t i c s t o r y w i t h a r e

a faint idea about the real conditions of some of the so-called "glamour

m a r k a b l y h i g h d e g r e e o f t e c h n i c a l a c c u r a c y, a n d a v e r y g o o d i n s i g h t o n t h e p r o b l e m s t h a t a r e b u g g i n g t h e i n d u s t r y t o d a y. T h e b o o k h a s

airports. But primarily it deals with aviation people, and what the

"Deutsche Angestellten Gewerkschaft" (one of the two large German Unions which represent the majority of aviation employees), the author has an intimate knowledge of the career structures and environmental conditions in the field of aviation, be it with industry. Federal and State authorities, or research and development establishments. His

stresses of our present technological environment con do to their human

experience is reflected in this book, which represents a realistic assess

v a l u e s .

ment of the current situation, illustrated by lively descriptions of the

plenty to soy about noise abatement, airline passenger insurance, and the need for operational — rather than commercial — improvements to

Never before hove we seen a more realistic description of the men tal stresses of a controller, nor a more dramatic pitch for 20-year con troller retirement. The story also describes the insidious factors which particularly tend to strain the marriages of aviation people. In this r e s p e c t , A I R P O RT i s a b o o k f o r c o n t r o l l e r s ' w i v e s a s w e l l a s c o n t r o l lers. In some coses, a thoughtful reading (particularly of Port 2, Chap

ter 3) conceivably could lead to better communications, improved under s t a n d i n g , a n d m o r e l o v e , w i t h i n AT C f a m i l i e s .

The book won't sell any airline tickets; if enough prospective con t r o l l e r s r e a d i t fi r s t , i t c o u l d e v e n p u t a d a m p e r o n a n y c o n t r o l l e r r e c r u i t m e n t p r o g r a m . B u t i t ' s a f a s t - m o v i n g , e x c i t i n g s t o r y. A n d i t c o n tains enough illicit sex to moke a tremendous pile of money as a movie, s o m e d a y. W h i c h j u s t m i g h t b e w h a t M r. H a i l e y h a d i n m i n d , i n t h e fi r s t olace.

TKV

jobs".

Through his activity as head of the aviation department in the

every-day routine of some of the aerospace professions.

A glance at some of the chapter headings shows the wide range of subjects treated: —

— Entry requirements, instruction policy and examination specifications

for the academic training at technical academies and universities;

— Personnel licensing (flight crew members and ground staff);

— Terms of reference for various categories of airline personnel (tech nician, graduate engineer, sales and traffic agent, operational con trol officer, dispatcher);

— Aircraft maintenance personnel, skills required, training, careers-

— Training and career structures of aviation and aircraft engineers (syllabi, training expenses, examination procedures, etc.); — Careers in the Air Traffic Services (a detailed compilation of relevant regulations of the Ministry of Transport and the Federal Admi nistration for Air Traffic Services);

Search for the Landing Site "Auf der Suche nach dem Landeplatz", by Marcus Tuner. Publish e d 1 9 6 7 b y F r a n c k h ' s c h e Ve r l a g s h a n d l u n g S t u t t g a r t . 8 8 p a g e s with many photos and diagrams. High gloss carton cover; DM 12,80.

I S rood to the moon is not only paved with good intentions but

;ry realistic research tasks, not to speak of the knowledge and nee which are scattered by the wayside,

hese words were written by Marcus Tuner in the introduction to his icent publication "On the Search for the Landing Site", led, since the invention of radio, nothing has had a more signitffect on the development of electronic equipment and techniques, c o m m u n i c a t i o n s i n p a r t i c u l a r, t h a n s p a c e r e s e a r c h a n d t e c h n o -

'his applies to almost any related subject, ranging from the of high gain antenna systems and the application of Extremely r e q u e n c y, t o t h e d e v e l o p m e n t o f l i g h t w e i g h t p o w e r s o u r c e s a n d leration and transmission of colour TV pictures. ! effects of space research are also quite apparent in other fields viedge. Photography, for instance, is of particular signifcance in iloration of the moon. Only by special airborne processing techhos it become possible to transmit fully developed pictures back

Already by the end of this decade the first human beings are duled to land on the moon. This fascinating project must be pre so conscientiously that in respect of the safety of the astronauts ing is left to chance.

The author describes in easily understandable terms the es aspects to be token into account in the search for a suitable Ic site on the moon. Based on the results of research and exploration ore available to dote, he outlines a surprising picture of the and the characteristics of this landing site, and of the material of

— The Meteorological Services, entry requirements, training career prospects.

The book is well illustrated, and in the attachment it contains a variety of reference material, such as salary tables for civil servants

and government employees, ollov/ance schemes, particulorly for training, abbreviations, definitions, the organisation of aviation authorities air

port administrations, and R&D establishments. There are also interesting articles, for instance how air force training can usefully be applied in

civil life, the practical role of space research vis a vis the economy

of a country, and its effects on scientific and technological devel opments, and a brief description of the history of radar, its application

It is probably safe to predict that this book will soon become a valuable reference document for vocational advisers and authorities.

In view of the ever increasing international co-operation, particularly

in the field of aviation, one would hope for a similar, synoptic study soon to be prepared on on international basis

Jahrbuch der Luft- und Raumfahrt

(Aviation and Space Yearbook) by Dr. K. F. Reuss; published

by Sudwestdeutsche Verlogsanstolt GmbH, Mannheim. 445 pages including many pictures, tables, and organigrammes; DM 24,80.

The "Jahrbuch der Luft- und Raumfahrt", of which the 17th volume has been published in January, is often referred to as THE German areospoce yearbook, a qualification which has been justly earned during more than one and a half decade.

Contents and lay-out of this useful working aid have been suffi

ciently described in earlier issues of THE CONTROLLER. On one parti

cularity, however, we never seem to hove spent much space, perhaps

because it has become such a familiar feature that one takes it more

it consists.

or less for granted, i. e. the REPORT sections of the book.

Thus this book mokes excellent reading for the amateur astror t h e h o b b y p h o t o g r a p h e r a n d , g e n e r a l l y, e v e r y b o d y i n t e r e s t e d i n t i fi c a n d t e c h n o l o g i c a l p r o g r e s s .

Many illustrations hove been included in the text and some photos, for instance the excellent picture of crater Hyginus, car

These reports on current aerospace activities and new aviation legislation ore published in addition to the multitude of addresses

be regarded as reference documents.

90

grammes, and other

reterence mformc

to tind in on aviation dictionary. Looking bock at all the volumes

published, they provide a summarised "History of German Aviation" of the past seventeen years.

5|-j

The International Federation of Air Traffic Controllers Associations Addresses and Officers AUSTRIA

FRANCE

Verband "Osterreichischer Flugverkehrsleiter A 1300, Wien Flughafen, Austria President A. Nogy

F r e n c h A i r T r a f fi c C o n t r o l A s s o c i a t i o n

Vice-President

France

H.

Kihr

Secretary H. Bauer Deputy Secretary V^. SeidI Treasurer W. Chrystoph BELGIUM

Belgian Guild of Air Traffic Controllers

Airport Brussels Notional Zaventem 1, Belgium

Association Professionnelle de la Circulation Aerienne

B. P. 206, Paris Orly Airport 94 President

Francis Zammith

First Vice-President

J. M. Lefranc

Second Vice-President

M. Pinon

General Secretary

J.Lesueur

Treasurer

J. Bocard

Deputy Secretary Deputy Treasurer

R. Philipeau

I FAT C A L i a i s o n O f fi c e r

A. Clerc

M. Imbert

G E R M A N Y

President

A. Maziers

Vice-President

M. van der Straate

G e r m a n A i r T r a f fi c C o n t r o l l e r s A s s o c i a t i o n

Secretary Secretary General

C. Scheers

Verband Deutscher Flugleiter e. V.

A. Davister

Tr e a s u r e r Editor

H. Campsteyn J. Meulenbergs

3 Hannover-Flughafen, Germany Postlagernd

IFATCA Liaison Officer

J. Aelbrecht

Canadian Air Traffic Control Association 56, Sparks Street Room 305

Ottawa 4, Canada

J.

D.

Lyon

Vice-President J. C. Conway

Managing Director G.J.Williams

Treasurer

W.

Vice-Chairman Vice-Chairman

A.

Cockrem

Chairman IFATCA Comm. R. Roy

Secretary

E.

Guddat von Bismarck

H.

H.

Treasurer Editor

Kassebohm

H.

Vice-Chairman

CANADA

President

Chairman

W.

Kremer

J.

K.

Klinke Piotrowski

L.

Goebbels

I F A T C A L i a i s o n O f fi c e r W . G o e b e l

GREECE

A i r T r a f fi c C o n t r o l l e r s A s s o c i a t i o n o f G r e e c e

Ekatis Street 24, Athens 808, Greece President Vice-President

N. E.

Gonos Petroulias

General Secretary E. Karagianides Treasurer C. Theodoropoul

DENMARK Danish Air Traffic Controllers Association

Copenhagen Airport â&#x20AC;&#x201D; Kastrup Denmark

H O N G K O N G

Chairman

V. F r e d e r i k s e n

Hongkong Air Traffic Contrc I A s s o c i a t i o n Hongkong Airport

Vice-Chairman

Aa. Jaenicke

President

A. A. Allcock

Secretary

E. Christiansen

Secretary

R. L. Ayers

Tr e a s u r e r Member of the Board

P. B r e d d a m

Treasurer

R. Lo

M. Jensen ICELAND

A i r Tr a f fi c C o n t r o l A s s o c l a t i c

FINLAND

Association of Finnish Air Traffic Control Officers

Suomen Lennonjohtajien Yhdistys r. y.

A i r T r a f fi c C o n t r o l

Reykjavik Airport, Iceland Chairman

G. Kristinsson

Secretary

S. Trampe K. Sigurosson

Helsinki Lento Fred. Lehto Va i n o P i t k a n e n Heikki Nevaste

I r a n i a n A i r T r a f fi c C o n t r o l l e r s A s s o c i a t i o n

Mehrobad International Airport

Aimo Happonen

Teheran, Iran

Viljo Suhonen

Secretary General E. A. Rahimpour 9

RHODESIA

I r i s h A i r T r a f fi c C o n t r o l O f fi c e r s A s s o c i a t i o n

R h o d e s i a n A i r Tr a f fi c C o n t r o l A s s o c i a t i o n

AT S S h a n n o n

Private Bag 2, Salisbury Airport

President J. E. Murphy V i c e - P r e s i d e n t P. J . O ' H e r l i h y

President

C.

Secretary

C.

Gen.

Treasurer

Rhodesia

Secretary

Treasurer

J.

Kerin

T.

W.

Drake

P.

Flavell

W.

Va n d e w a a l

Lane

Asst. Gen. Secretary M. Durrack

SWEDEN

Swedish Air Traffic Controllers Association Pack 22, Sistuna, Sweden Chairman L. Berkenstam

ISRAEL A i r T r a f fi c C o n t r o l l e r s A s s o c i a t i o n o f I s r c

Secretary Treasurer

Lod Airport, Israel

A.

Karlahag

C.

A.

Starkman

I FAT C A R e p r e s e n t a t i v e G . A t t e r h o l m Jacob

Vice-Ch(

W.

Wachtel

Kafz

SWITZERLAND

E. Medina

Swiss Air Traffic Controllers Association V. P. R. S., P. O. Box 271

CH 1215, Geneva Airport, Switzerland Associazione Nazionale Assistenti e Controllori

della Civil Navigazione Aerea Italia

Chairman Secretary

J.

D.

Monin Roulin

T.

Via Cola di Rienzo 28 TURKEY

Rome, Italy President

Dr.

G.

Secretary

L.

Treasurer

A.

Bertoldi,

M.

Mercuri Guidoni

P.

Turkish Air Traffic Control Association

Yesilkoy Airport, Istambul, Turkey

President Alton UNITED

LUXEMBOURG

Koseoglu

KINGDOM

Luxembourg Guild of Air Traffic Controllers Luxembourg Airport

Guild of Air Traffic Control Officers 14, South Street, Park Lane London W 1, England

President

Alfred

Master

Secretary

Andre

Treasurer

J.

Feltes

Klein

P.

Kimmes

P.

D.

S.

Mealing

E x e c u t i v e S e c r e t a r y W. R i m m e r Treasurer E. Bradshaw U R U G U AY

NETHERLANDS

Asociacion de Controladores

N e t h e r l a n d G u i l d o f A i r T r a f fi c C o n t r o l l e r s Postbox 7590

Aeropuerto Nacional de Carrasco To r r e d e C o n t r o l

Schiphol Airport Central, Netherlands

Montevideo, Uruguay

President

J.

Londen

Chairman

U.

Pallares

Secretary

F.

Mente

Secretary Treasurer

J, M.

Beder Puchkoff

Treasurer

van

M.

J.

P.

Kalff

M e m b e r , P u b l i c i t y T. M . v a n G a a l e n M e m b e r, I FAT C A - a ff a i r s B . H . v a n O m m e n

VENEZUELA

Asociacion Nacional de Tecnicos en Tr a n s i t o A e r e o Ve n e z u e l a

NEW ZEALAND

Avenida Andres Bello, Local 7

A i r T r a f fi c C o n t r o l A s s o c i a t i o n

Dept. of Civil Aviation, 8th Floor, Dept. Bldgs.

Stout Street

E.Meachen

Secretary

C.

P r e s i d e n t M a n u e l A . R i v e r a P. S e e r . G e n e r a l V. A l v a r e z . J i m e n e z

Wellington, New Zealand President

8129 Caracas, Venezuela

Latham

Y U G O S L AV I A

Jugoslovensko Udruzenie Kontrolora Letenia

N O R W A Y

Direkciia Za Civiinu Vazdusnu Plovidbu Novi Beograd, Leniinov Bulevar 2

Lufttrafikkledelsens Forening Box 51, 1330 Oslo Lufthavn, Norway

Yugoslavia

Chairman

G.

E.

Vice-Chairman

Secretary Treasurer

92

K.

J. E.

Nilsen Christiansen

Kalvik Feet

President A. Vice-President Secretary D. Treasurer D. Member B.

Stefanovic Z.Veres Zivkovic Zivkovic Budimirovic

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