IFATCA - The Controller - November 1977 by IFATCA

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JOURNAL OF THE INTERNATI ONA L FEDERATI O N OF AIR TRAFFIC CONTROLLERS ASSOC I A TI O N S

In this Issue: The Zagreb Mid-A ir Collision ATC at Nagasaki Airport, Japan What Is Job Satisfaction?

FR A NKFURT AM MA I N

NOVEMBER 19 77

V 0 L UM E 16

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IFATCA

JOURNAL

AIR

TRAFFIC

CONTROL

THE CONTROllER Frankfurt am Main, November 1977

Volume 16 â&#x20AC;˘ No. 4

Publlsher: International Federation of Air Trafllc Controllers' Associations, P. 0. B. 196, CH-1215 Geneva 15 Airport, Switzerland. Oftlcers of IFATCA: J-D. Manin, President, 0. H. J6nsson, Vice-President (Technical), H. H. Henschler, Vice-President (Professional), E. Bradshaw, VicePresident (Administration), H. Wenger, Treasurer, T. H. Harri son, Executive Secretary. Editor: Sqn. Ldr. Brian C. Jones Zeppelinstrasse 18 0-4830 Giitersloh Telefon (0 52 41) 19 21 Ext. 313 Contributing Editor: V. D. Hopkin (Human Factors) Managing Editor: Horst Guddat POB 600 209 D-6000 Frankfurt am Main-60 Telefon (061 1) 6903163 Publlahlng Company, Production, Subscription Service end Advertlalng Sales Office: Verl ag W . Kramer & Co., Bornhelmer Landwehr 57 a, 6 Frankfurt am Main 60, Phone 43 43 25 and 49 21 69, Frankfurter Bank, No. 3-03333-9. Postscheckkonto Frankfurt 1105-601 , Rate Card Nr. 6.

Aeri al view of the new Nagasaki airport, constructed on an offshore island which was especially prepared for this purpose (see article on page 27 of this issue).

Printed by: W. Kramer & Co., Bornhel mer Landwehr 57 e, 6 Frankfurt am Main 60 (Feder al Republic of Germany). Subacription Rate : OM 6.- per annum for members of IFATCA; OM 16,- per annum for non-members (Postage will be charg ed extra). Contributors are expr essing their personal points of view and opinions, which may not necessarily coincide with those of the lnternatlonal Federation of Air Traffic Controllers' Associations (IFATCA). IFATCA does not assume r esponsibil ity for statements made and opinions expressed, It does only accept responsibility for publishing these contributions. Contributions are welc ome as are comments and critlÂˇ clsm. No payment can be made for manuscripts submitted for publication In "The Controller" . The Editor reserves the right to make any editorial changes In manuscripts, whi ch he believes will improve the material wlttiout altering the Intended meaning. Written permission by the Editor i s necessary for reprinting any part of this Journal.

Cartoons: Helmut Elsner. Fotos: Archive, Brennenstuh l , Danish Touri st Board, East Midlands Photo Service, ITP, Nagasaki Air Ways, Philips, Sperry Univac, VARIG. Advertisers In this Issue: Racai -Thermionic (insi de cover,) MALEV Hungarian Airlines (page 2), Plessey Radar (page 5). Phi lips ELA (page 9), Sperry Univac (page 11), Ho llandse Signaalapparaten (page 13), Ferranti Ltd (pages 24/25), IFATCA 78 (page 33), Thomson-CSF/Division T-VT (page 43), Sel enia Radars (Inside back cover), Stansaab (back cover).

CONTENTS The Zagreb Mid-Air Collision on 10th September 1976, Submission to the Zagreb District Court . . . . . . . . . . . . . . . .

Petition to President J. Tito on behalf of IFATCA and PATCO

International Law -

Part XIV

Mobile Control Towers . . .

ATC at Nagasaki Airport, Japan

50th Anniversary of VARIG - Brazilian Airlines

What is Job Satisfaction? . . . . .

Spotlight on a Corporation Member

Sperry Univac Low Altitude Warning System

Universal News

News from Corporation Members

Publications Review

The Hobby Corner

Future Airport Equipments

TIME IS

MONEY

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Editorial

The Executive Board Meets in Hungary The Executive Board has just returned from its autumn meeting, held this year in Budapest at the invitation of HATCA, the Hungarian Air Traffic Controllers' Association. This is the first time that the Board has met in the Central European Region and our thanks go to Erik Voit, President of HATCA, both for making the visit possible and for his personal hard work as our host. Despite an agenda that contained 77 formal items and called for discussion and decision on many more, we were able to take time on the last day to visit Budapest-Ferihegy International Airport and meet the Approach and Tower Controllers. We were also told of the airport expansion programme which will include the building of a second offset parallel runway, new terminal facilities and the provision of new primary and secondary radar and data processing equipment. It is hoped to publish an article on ATC in Hungary shortly. Although no press conference was held during the visit the Board issued the following Press Release on the 10th October: "The Executive Board of the International Federation of Air Traffic Controllers Associations, now meeting in Budapest, wishes to express its concern that whilst world governments are represented in Belgrade to consider, among other matters, the rights of man, one controller colleague is still imprisoned in Jugoslavia for what has been universally recognised as a purely human error" signed J-D Monin, President IFATCA.

Job Satisfaction - are you getting it? In some countries, air traffic controllers receive recognition and salary commensurate with their responsibilities and professional status. In many others, the controller remains underpaid and unrecognised but still accepts and meets the demands placed upon him. What makes this "particular kind of fool" continue, sometimes putting his health, family and occasionally, freedom, at risk, to serve aviation in all its facets? Can it be that there is nothing else he would rather do, because of the satisfaction his job provides? Readers of "The Controller and Automation" by V. David Hopkin (THE CONTROLLER, August 77) will probably agree with the author that automation must be introduced with care to avoid adversely affecting, among other factors, job satisfaction. David Hopkin deals with the subject in depth later in this issue and appeals to readers to provide, either through the pages of THE CONTROLLER or directly to him, their views on this important matter. 3

The Executive Secretary It is with regret that we have to announce Tom Harrison's decision to retire as Executive Secretary not later than 1979. He will then have served IFATCA in that post for 7 years, having seen the number of Member Associations grow from 32 to over 50 and the number of Corporate Members double from 20 to over 40. Not little of this impressive growth is due to Tom's unstinting work and along with J-0 he is probably known by more people in the ATC world than any other person. His work in the preparation and running of Annual Conferences has been tireless. Knowing Tom, it could be that 25 hours per day and 8 days a week is not sufficient to keep him stretched and he will probably reappear in another post vital to the profession. What "particular kind of fool" is going to volunteer to follow?

THE CONTROLLER Costs More gloomy news - owing to increased costs of printing and paper it has been decided by the Executive Board to increase the price of the non-member subscription to THE CONTROLLER from OM 10,- to OM 16,- per year (normally 4 issues). Every effort has been, and will continue to be made, to contain costs and to hold the price down as low as possible. One way you can help is to endeavour to have your subscription paid in Deutsche Mark, thus saving the cost of currency exchange. It is hoped that this price increase will not deter present or potential subscribers from buying THE CONTROLLER - the premier platform for the A TC profession. BC

From the President to Member Associations Dear Sirs, ILO: Meeting of Experts on Problems concerning Air Traffic Confrollers As was announced in Working Paper No. 65 to the Nicosia Conference, a "Meeting of Experts on Problems concerning Air Traffic Controllers" will be included in the programme of industrial meetings of the ILO in the bienum 19781979. Mr. A. Gil has been appointed by the ILO to prepare the report to the meeting. In order to assist Mr. Gil in the fulfilment of this very important task for the profession, you are kindly requested to provide the name (s) and address (es) of the man/men directly responsible for the working conditions of Air Traffic Controllers in your country (Chief of personnel). It is very important for Mr. Gil that he should receive correct names and addresses, possibly at the Civil Aviation_ Authority level or at the level of the Ministry of Transport. Your urgent cooperation and reply shall be much appreciated, your answer to be sent directly to: Mr. Avishai G i I International Labour Office 1211 G E N E V A 22 Switzerland with possibly a copy to myself. In addition, it is possible that Mr. Gil will visit your country and ATC facilities within the coming months. In such a case, he will contact your association seeking your assistance. I a~sume everybody wi.11 do his best to provide Mr. Gil with all information and assistance he may require. signed J-D Monin, President IFATCA

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Worth Mentioning

IFATCA and IATA - Report and Opinion by H. Harrl Henschler, Vlce-President-Professlonal, IFATCA

Meeting of Controllers from Poland and Germany At the initiative of the Frankfurt Chapter of the German Air Traffic Controllers Association a meeting was arranged in Frankfurt between Polish and German controllers, an event that merits publication. For the first time five colleagues of the Air Traffic and Airport Administration of Poland participated in a four days programme (from 14-17 October 1977) that was especially prepared for this purpose. The Polish delegation was headed by Mr. W. Rybicki, Chief of the ATC Dept., Warsaw. In the delegation were Mr. A. Mokrowiecki, Chief of AIS Warsaw; Mr. A. Jasko, Chief of ATC Inspection Group (including Procedures, Training, Examination, Accident Investigation, etc.); Mr. S. Kraszewski, supervisor in ATC Warsaw (in addition a fabulous guitar player and singer); and Mr. E. Wojtiuk, a controller at Warsaw (who volunteers to regulary translate useful English literature on ATC and related technologies into his mother tongue to help his non versed Polish colleagues to keep up with their knowledge). You might argue that there was only one controller in the delegation. However, all members of the delegation carried an ATC license and are practising controllers. Despite their administrative tasks they keep in touch with the ATC scene by regularly working at the control boards. That's the way it should be! The programme consisted of a visit to the Frankfurt ATC facilities (TWR, APP, ACC), the Frankfurt Airport installations and the Lufthansa, German Airlines, Service and Maintenance Centre. In addition sightseeing tours of the City of Frankfurt and to the Rhine River were arranged. Our Polish colleagues were invited to private homes of local controllers and thus the whole venture got a more friendly and private touch which culminated in memorable informal gatherings during evenings, where informative and useful discussion took place over some glasses of beer or apple cider. In that somewhat relaxed atmosphere also social and private matters were tackled to find out that controllers are just the same bunch of individuals all over the world, with similar ways of thinking, similar attitudes, problems, actions and expressions. All those participating at the various meetings - and there was considerable interest on the side of Frankfurt controllers - had the impression of meeting friends they knew already for a long time. Helpful in this respect might have been that all members of the Polish delegation were about the same age as most of the host controllers. It was refreshing to see such a "bunch of youngsters" already in relatively high positions in the ATC system of Poland. The Polish delegation indicated that the meeting was encouraging and useful to them. The professional value was recognized and undoubtedly will inspire their work at Warsaw. If the spontaneous plans of reciprocating the gesture by inviting German controllers to visit ATC Warsaw should materialize, we truly have paved the way for a mutual beneficial programme. It is hoped that future meetings will help to motivate others to seek international contacts. From the inspiration to the realisation it is just a small step, when you have in mind to communicate, exchange views, learn and consequently improve your knowledge and proficiency, thereby possibly contributing to better Air Traffic Services. Organisers and guests are very much indebted to LOT, Polish Airlines, the ATC Authorities of Poland and the Federal Republic of Germany, and many individual controllers of Frankfurt for their support and assistance rendered on this occasion. GU

Members of the Federation and many others in the Aviation Industry are well aware that for a number of years IFATCA has attempted to secure, for its members, travel concessions on IATA member airlines. Such concessions are routinely afforded the airlines' employees, from pilots to cleaning staff, as well as travel agents and others. Over the years IATA and its individual member airlines have refused to grant travel concessions to controllers on the grounds of IATA Resolution 200 which specifies the groups to whom such privileges may be extended. While a number of airlines have expressed support for IFATCA's request to include controllers in Res. 200 all efforts so far have failed. It is IFATCA's understanding that the number of airlines opposed to such change of Res. 200 is small but since unanimity is required any one airline can block amendment of the Resolution. While this fight drags on the Executive Board decided, as an interim measure, to request IATA member airlines to provide free or reduced fare travel for Board members on Federation business. IFATCA has become involved in and needs to be represented at international gatherings held by such varied bodies as ICAO (International Civil Aviation Organization), ICASM (International Congress of Aviation and Space Medicine), IFALPA (International Federation of Air Line Pilots Associations), and many others. The subjects discussed and recommendations adopted at these meetings often have direct bearing on and are of benefit to air travel in the technical or safety aspects. IFATCA's opinions and input are highly valued and the Executive Board regards IFATCA representation as a priority item. The replies received from airlines to this request varied. A small number of airlines agreed to provide free transportation to Board members travelling on Federation business and I regret that I cannot here identify them to publicly thank them for their co-operation. Most other Teplies expressed regret at being unable to assist due to IATA Res. 200 but promised to support IFATCA's request for its change at the next possible occasion, probably during the composite passenger traffic conference of IATA in 1978. A small number of replies were noncommittal and, as that from Air New Zealand, offered no support whatsoever. This is where the matter now stands. The Executive Board will continue to explore all avenues to achieve for IFATCA members such travel concessions as the Federation feels are due them. . It is our conviction, that it is in fact becoming more and more evident that air traffic controllers are a crucial component of air transportation and travel, Without the complete and constant application by controllers of their skills and responsibilities air transportation is slowed down or comes, in some areas, to a complete stand-still. Such occurrences lead to monetary losses to the airlines and associated industries and cause frustration to the airlines' customers, the passengers. It is in this context that IATA and its member airlines have, in our opinion, a role to play. They are, like it or not, directly involved. It is they and their passengers who suffer directly from industrial actions by air traffic controllers. The employer, Governments in most cases, only suffer indirectly through loss of tax revenues which in the all-over income from taxes may seem insignificant. Controllers, in a very real sense, work for the aviation industry, the airspace users, regardless of who their employer is. It is IFATCA's contention that IATA and its members should use their good offices, in their own interest, to ensure that controllers' working conditions, equipment, remuneration and benefits, are brought to safe and equitable levels as would make industrial actions by air traffic controllers a rarity. â&#x20AC;˘

Mid-Air Collision on 10th September 1976 between British Airways Trident Ill G-AWZT and lnex-Adria DC 9 YU-AJR at Vrbovec Near Zagreb, Yugoslavia Trial of the Members of the Regional Flight Control Centre, Zagreb. Namely 1. Gradimir Tasic, Controller -

Upper Air Space Secti9n

2. Mladen Hochberger 3. Nenad Tepes, Assistant Flight Controllers - Upper Air Space Section 4. Bojan Erjavec 5. Gradimir Pelin, Flight Controller and Assistant Flight Controller respectively for the Middle Air Space Section 6. Ante Delic, Head of Flight Control Service 7. Milan Munjas, Head of District Flight Control 8. Julije Dajcic, Head of Shift of District Flight Control

English Text of Submission lo the Zagreb District Court by Richard C. W. Weston, Solicitor, London. Croatian Language Translation read to the Court by Dragomlr Modrusan, Zagreb Lawyer, representing Mr. R. Weston. May it p lease this Honourab le Court. I h ave the r ight to make t his address specifical ly as the Attorney of the Mother, Father, and two Sisters, of o ne of t he crew members of the British Airways Trident Zulu Tango which was lost together with the l ives of all o n board in the midai r collision near Zagreb on 10th September 1976 which said collision is t he subject matter of t his Trial. Coincidentally, however, a lthough my officia l capacity enabling my appearance is as stated in the role of an aggrieved or damaged party I also wear several other hats informally in these c i rcumstances but which because of their nature enable me to ask t his Honourable Court in so far as it may be within its power so to do to w iden the parameters of its consideration of this case. The additional capacities to w hich I refer are as follows and their close connection with the subject matter of this case will readily be apparent : Firstly, I am the Attorney/ Administrator of the estate of the deceased c rew member and therefo re represent her posthumously. . Secondly, I am myself a ve ry regular passenger o n scheduled airlines and as such l may be said to represent any other members of the fare paying pub lic who may wish to be associated with my remarks and third ly: I regu larly pilot a private ai rcraft myself and am therefore dependent in that capacity for my own safety on air traffic cont rollers and their systems. Fourthly, and finally as a lawyer. While my first duty is to the Court and my .second to my cl ient, l share the overridi ng duty which the legal system Itse lf owes to Society as a whole 1 therefore humbly request that my forthcoming submissions be treat~d as having been prepared , rightly or wrongly, as the Court will no doubt determine, best to discharge that duty. Therefore. in concluding my introductory remarks may l say with respect that I present myself before this Honourable Court, not so much as a co-prosecutor for a damaged party. but rather as am icus curiae and I pray that my observations will be interpreted in that context. There are c ertain facts about this case which appear to be common ground .between prosectution and defence and upon which therefore I do not intend to dwell longer than is necessary to set them forth. 1. It has been established that on the 10th day of September 1976, at approxi m~tel y ten ~o.urs and li1tee:i minutes Greenwich Meantime (1_1 .15 local .time) a coll1s1on occurred in clear skies b etween the British Airways, Trident Three, Golf A lpha Whisky Zulu Tang d th I _ Adria DC 9 Yankee Uniform Alpha Juliet Romeo about ~hi~~Y kil :me~=~s north east of Zagreb VOR near the town of Vrbovec at approximately flight level 330 or 33,000 feet , ten thousand and fifty metres above sea level. 2. The said co llision resu lted in the total destruc tion of both aircraft and the death of the 176 passengers. and crew members on board (54 passengers and nine crew on the Trident and 108 passengers and five crew on the DC9) .

Richard C. W. Weston , 40, started his career as a clerk in a solicitor·s office when he was 16. When he qualified he was 21 and most probably the youngest solicitor in the UK at that t ime. He always had a particular interest in aviation and spent some time as a cadet with the Fleet Air Arm. Recently he decided to specialise in aviation matters. His motivation : ·· . . because I enjoy flying tremendously and I enjoy the law ; to marry the two seems to take up the best part of my time.·· Mr. Weston holds both an American and a British pilots· licence. His own Aerostar with the registration N 99 RW is shown above. Most recently Mr. Weston became an Honorary Member of the Yugoslav Air Traffic Controllers Association. 3. Both aircraft, the DC9 en route from Split in Yugoslavia to Cologne in Germany and the Trident en route from London . England. to Is tanbul in Turkey. were immediately before and at the moment of impact with each other a) operati ng normally and under the cont.rol of their respective properly qual ified crew me'.1"1bers and b) operating in accordance with the directions of the regional flight control centre ~~ . . I 4. Up until shortly before the said co ll isi on the reg ional. flight contro centre Zagreb had itself operated normally. co ntrolling daily and safely , compa red t o any other comparab le centre !n Europe , one of the busiest air corridor networks in t he crowded skies of Europe and th e said cent re was at all relevant ti mes. up to and includ ing the time of the collision, directed , contro lled. staffed, manned and operated by among others the eight defendants named in the indictment in the ir respective capacities. as therein appears.

5. It has not been alleged that any equipment or crew malfunction or failure in either aircraft contributed to the. disaster, nor that any piece of ground equipment was defective, though full use of radar facilities may not have been made owing to the lack of adjustment thereof. 6. That there was confusion, misunderstanding, mis-handling, breach of procedural rules and departmental regulations, overwork, unauthorised absenteeism and shortage of skilled controllers in the control centre immediately before and at the time of the accident, would seem to be undisputed, though the degree thereof and the responsibility therefore is a major area of conflict in this case. What is not disputed is that it was these factors which led directly to the tragic happenings of 1oth September. So then, as is not always the case but would appear to be so here, the Court may narrow its field of function down in one sense quite considerably to a determination not of cause which we already know, but of blame for the cause and the penalty to be exacted from those found to have been directly or indirectly, in whole or in part, responsible. With the exception of a few comments I do not intend to usurp the functions of my learned friends, the public prosecutor or counsel for the defendants, in addressing myself to the evidence on these subjects to which this Court has so painstakingly directed its own enquiry. I wish instead to ask this Court to consider its function in this matter and to deliberate upon the results of its consideration in such a way as will best exercise not only its power over the defendants but also in such manner as will best discharge its responsibilities to Society. While the term Society here is used in a broad sense, it must in the context of this case be widened even further to mean the international aviation community, whether those working within it, travelling by means of its services, served directly or indirectly by it or indeed those living or working underneath or in the vicinity of its operations. If, as a result of the findings of this Court, rulings and recommendations can be made, directions given and penalties Imposed which will combine to minimise or Indeed avoid, not only in Zagreb, not only In Yugoslavia but in the aviation oriented world as a whole, the possibility of a recurrence of the tragic events of 1oth September, then I respectfully submit that this Court will have erected a fitting monument to all those who on that day lost their lives In the form of a safer system for those who will fly in future. 1 sincerely believe that, while, and I respect the fact that, this Is a criminal trial of the defendants, this Honourable Court will more properly and completely discharge Its obligations to the society It serves directly and indeed others beyond, If It will use Its powers In an Imaginative and resourceful way and not limit itself to the punishment only of those who stand before It today. They, as I shall endeavour to show, are themselves victims of a system. Not a local Zagreb system nor indeed even a national Yugoslav system, but an internationally used and internationally integrated system, the excellence and it needs t.o be s~id that it is excellent, of which is obviously enough only undermined by its own complexity and shortcomings. The 1oth .September was a black day for the aviation community as a whole. That .1t s~ould .have been Zagreb, however, which will always be associated with it~ derives pa~ly from .an interwoven chain of consecutive events an~ misunderstandings which on that day were destined to become public pr~p~rty because of the happening of one contingency in perhaps te~ m1lhon, who ~nows the exact odds against it but on 10th September instead of mlss1~g by but a few feet, centimetres would have been enough, both the T~1dent and the DC9 claimed occupation of precisely the same few cubic feet of airspace. That is all it was a wing tip of the DC9. an~ the ~ose of the Trident, a few cubic feet of air for no mor~ ~u1te .incred1bl_y than .a fraction of a split second. A few feet in a ~1lllon m1~es, an instant. in time. But for that coincidence, the realisation . of. which. almost defies comprehension, there would have been .an incident instea~ of an accident. A mere sigh of relief as the airm1ss report was consigned to the files, but it was not to be. . . Last month there were two near misses on one flight over Spam and other errors by pilots and controll~rs the. world over have. b:en buried as airmiss reports instead of rearing their ugly heads as md1ctments, memorial services and funerals. When the responsibility for the crash of 10th September was kno~n to belong to the air traffic controllers, controllers the world over said There but for the Grace of God go I"Âˇ " An airline disaster generates worldwide pub!icity in. a p~culi~r way _ the public need a scape goat.' the n~w~ media consider 1t th.e1r duty to provide one. In an aviation d1sast~r 1t 1s nearly always the pilot w~o gets the blame. Instant judgement 1s pronounced by persons who m most cases are completely unqualified so to do and ~ho ne~rly always do so before they are in possession ?f much more mformat1on than a . . rough idea of the number of people killed. - After the recent Tenerife catastrophe telev1s1on reporter~ were unable to interview people on the spot, so t~~y actu~lly .telev1s.ed ~n interview with the booking manager of an airline office m California on his views of the causes of the crash. Experts may take months to unrav~I ~nd probe the i:nysteries surrounding an accident, but the media, thirsting for blood like hungry hound~, are providing information within hours, usually only to amend th~1r verdicts only hours later: they continue to do so as second and third

hand reports become embellished or some other unofficial official propounds his views. In this case the defendants were charged, tried and convicted by media reports on the same afternoon as the accident occurred, and when this trial started one newspaper said, and I quote "the accused are guilty of the mid-air colllslon". Such reporting is not only wholly Inconsistent with the defendants' rights to Justice but also contemptuous oi this Honourable Court, the effect being to predetermine in the minds of the publlc what the verdict should be before this Court has had an opportunity of hearing the evidence and the arguments. It would be safe to say today the public already expect this Court to find guilty and sentence these defendants, because they have been so conditioned by the news media and, and this is the real problem here, that while the public can accept human failing and will be satisfied as long as the blame can be laid fairly and squarely on one or more individuals, what it cannot so readily believe ls the fallibility and the failure of the system which I suggest is the chief culprit here. I respectfully urge this Court to recognise that In spite of all the reports about controllers causing the disaster, before you stand eight men Innocent of any charge until you, the members of this Court, determine otherwise - that Is your prerogative and yours alone. It Is interesting to observe that in the final analysis it is, contrary to popular belief, more productive to recognise the failure of the system and the reasons for that failure, and, as I invite you, to direct its overhaul, than to blame an individual; for If you blame an individual and lock him up the deeper underlying problem remains unresolved and uncorrected and next week another individual within the same falaclous system, may make the same error with equally disastrous consequences. This is the state of affairs which must not be allowed to come about and which this Court has the power to prevent. In any civilised society where supremacy of the law is to be maintained, the community which it serves can only respect the system if its decisions are just and fair for after all that in essence is what justice is all about. Not only methods of administering justice, such as those which I, as a stranger to Yugoslavia, have been privileged to witness here, but also determinations and sentences resulting from that system must be such as will be applauded and not deplored. To revert therefore to basic questions, this Court must satisfy itself that the commission or omission of an act by one or more of these accused was a criminal offence. One is accused of having been late for work. Is that a crime? Another left work early. How about that for criminal behaviour? How many more criminals I ask are present In Court today? That early departure or late arrival may indirectly have contributed to a disaster quite out of proportion to anything which those defendants could reasonably have foreseen as a consequence thereof. Justice itself may require departmental disciplinary proceedings - a loss privileges, even perhaps demotion and a reduction In salary, but hardly imprisonment. But I shall revert to this In .a moment. I wish to touch briefly on one other matter. The Court has heard d!scussion as to whether the pilots could have seen the impending disaster and perhaps even avoided it. One can discuss this at great length. It is in my view unnecessary and irrelevant so to do. Suffice It t~ say that the closing speed of the two aircraft probably exceeded 1500 kilometres per hour. The muzzle velocity of an average rifle bullet. Is between 900 and 1000 kilometres per hour, about 2'3rds of that closing speed. One ls prompted to ask whether there is present in Court anyone who could dodge a rifle bullet. Admittedly the matter may not be quite that simple but at least It does start to put that particular aspect In perspective. But let me turn to the crux of this matter and take the Court back into the mysteriously electronic world in which air traffic controllers live. fi may be of interest to the Court to know that a recent study of air traffic controllers at O'Hare Airport In Chicago, by the United States Federal Aviation Administration, disclosed that over 66 O/o of tho~e controllers suffer from peptic ulcers, a condition which this Court will know is produced by stress. The team of researchers stated that the most common sight in the control room was a bottle of antacid tablets on the controllers' desks. The job which these men do is known to be ultra-demanding and it is for this reason, as this court has heard, that a controller is only on duty for two hours at a time one as assistant, one as controller and then an hour's break. How' can we consider imprisoning a man for making a wrong decision in the circumstances which I shall outline when most of us spend our time in occupations which we can enjoy to a greater or lesser extent for hours without the sort of stress that an ATC man regularly experiences. The Job of Juggling airliners and making snap decisions on which hundreds of lives depend exacts a steep toll In stress related diseases, nightmares and acute anxiety. The Herculean task of coping with a busy air traffic control sector rests squarely on the controllers shoulders. In just the last year seven men have been carried out of the O'Hare Airport traffic control tower on stretchers, victims of acute hypertension. Most controllers there have already succumbed to one or more byproducts of prolonged stress, ulcers, high blood pressure, arthritis, colitis, skin disorders, headaches, allergies and upset stomachs. It takes a special Individual to withstand this onslaught day after day, because it Is a Job that few people could perform at all, let alone endure.

Which of these international civil airports rely on Philips voice logging systems? Antigua Coolidge Airport Belgium Eurocontrol Brazil Val de Cans. Selem Intern acional, Brasilia Internacional, Campo Grande Brig, Eduardo Gom es. Manaus Salgado Filho, Porto Alegre Guararapes, Recite Galeao. Rio de Janeiro Santos Dumont. Rio de Janeiro Cogonhas. Sao Paulo Chill Antofagasta PuertoMontt Balmaceda Punta Arenas Arica Isla de Pascua Colombia Eldorado. Segota Czechoslovakia Cuba Denmark Kastrup. Copenhagen Odense, Island Fyn R0nne. Island Bernheim Alberg, Jutland Tune (Rosk1lde), Copenhagen Vagar. Faroe Island Mesterv1g, Greenland Kulusuq, Greenland SOR. Stroemfjord, Greenland Esbrerg. Jutland Dundas. Greenland Juilanehab, Greenland France Orly, Paris Roissy, Paris Lyon Le Havre Marseille Mer1gnac. Bordeaux Germany Frankfurt Dusseldorf Bremen Kbln/Bonn Munchen Stutlgart Ni.Imberg Hanno ver Ghana Accra Great Britain Heathrow Airport, London Greece Athens Airport Hong Kong Kai Tak Airport Ind la Calcutla Bombay Madras New Delhi Nagpur Ahmedabad Allahabad

Indonesia Iran I ref and Dublin Airport Shannon Airport Italy Cristofaro Colombo. Genova Caselle, Torino Linate. Milano Malpensa. Milano Ciampino. Rome Fiumicino. Rome Capodicino, Naples Marco Polo Tessera, Venice Trieste Bargo Pinale, Bologne San Giusto. Pisa Grosseto Rimini G. Lisa. Foggia Palese Macchie, Bari Casale, Brindisi Galatina. Lecce Taranto Crotone Reggio Calabria Lamezia T erme Fontana Fossa. Catania Puntaraisi. Palermo Elm as. Cagliari Alghero Jamaica Japan Jersey C .I. Telecommunications H.0. Jersey Airport Jugoslavia Beograd Ljubl1ana Zagreb Dubrovnik Pu la Split Tivat Sarajevo Kuwait Kuwait Airport Lebanon Beyrouth International Libya Airport, Tripoli Bernna. Bengnazi Airport, Sebha Morocco Menara. Marrakech Sale, Rabat Saiss. Fes Angads. Oujda Boukhalf. Tanger lnezgane. Agadir Bassat1ne. Meknes Nouasser. Casablanca Cote du Rrf, Al Hoce1ma Safi Mexico Ti1uana La Manga, Hermosillo Mazallan Don Miguel Hidalgo. Guadalajara Chihuahua

Gral Mariano Escobedo, Monterrey Rihi. Tampico Lie. Benito Juarez. Mexico Gral Juan N. Alvarez. Acapulco Merida Mozambique International Airport Netherlands Eelde Schiphol. Amsterdam Zestienhoven, Rotterdam Netherlands Antilles Dr. A. Plesman Airport, Willemstad Prinses Beatrix Airport. Aruba Prinses Juliana Airport. St. Maarten New Zealand Auckland Christchurch Wellington Dunedin Nand1 Norway Vaernes Airport, Trondheim Rygge Airport Bardufoss Airport Bod0 Airport Peru Jorge Chavez International Airport. Callao Lima Philippines Manilla Cebu Laoag Zamboanga Davao Poland Portugal Lisbon Azores Airport, Penta Delgada San Miguel Faro Azores Airport. Horta Madeira. Funchal Porto Azores Airport. Flores Amdcar Cabral, Caba Verda South Africa Up1ngton. Cape Province Jan Smuts Airport, Kempton Park, Transvaal George Airport. Cape Province Eros Airport. Windhoek S.W. Africa Ben Schoeman Airport, East London. Cape Province Alexander Bay Airport, Cape Province Kimberley Airport. Cape Province South African Airways. Johannesburg Phalaborwa Airport. Transvaal Wonderboom Airport, Transvaal Welkom Airport, Orange Free state Grootfonte1n Airport. S.W. Ah1ca Keetmanshoop Airport. SW. Africa V1rg1rna Airport. Durban. Natal Sudan Surinam Zander11. Paramaribo Sweden Switzerland Flughafen Zurich

Flughafen Genl Flughafen Bern-Belpmoos Flughafen Basel-Mlilhausen Taiwan Venezuela Zambia Lusaka Airport Ndola Airport Livingstone Airport Zaire Kamina Mbanadaka Kanariga K1ndu Gama Kisangani Kinshasa Lubumbashi

Answer: All of them

Phillps Industries GAD/ ELA HBS 2 Eindhoven. The Netherlands.

PHILIPS

Of the ninety-four controllers and trainees at O'Hare Airport only two have been there more than ten years, most do not last five. The gruelling pace, the split second decisions (such as that which Tasic was required to make on 10th September) and the constant threat of midair collisions all take their toll and the men leave. It Is becoming increasingly difficult to entice other experienced controllers to replace them, heightening the work load and stress for those who remain. The real danger here, and this fear has been voiced again and again in the aviation community since 1oth September, Is that the effect of a gaol sentence of Tasic, Erjavec, Pelin, Hochberger and Tepes, wlll be disastrous for the air traffic control system generally and will directly affect the safety of the travelling public. Many of us have difficult jobs. Many of us have stressful jobs. Many of us carry heavy responsibilities. I ask this Court to recognise that the air traffic controllers responsibility is a very special one and the stress which that responsibility induces is of an abnormal nature. It is essential to view the events of 10th September in that light if these defendants are to have Justice. In 1973 two researchers, one from the University of Michigan and one from the University of Boston, compared the Federal Aviation Agency medical reports of 4,000 controllers and 8,000 pilots. Not only was hypertension four times more common among controllers it also developed at an earlier age and was especially prevalent in busy areas. In addition twice as many controllers suffered from peptic ulcers. Since 1970 alone more than 35 controllers have been permanently removed from their jobs for medical reasons. I am quoting American figures because I happen to have these available and I am quite sure that similar situations exist in other places and other countries and the sooner they are recognised the better for the safety of the travelling public. I ask this Court to take a firm stand and acknowledge by its judgement that these problems are very real and that it is justifiable in the circumstances of this case to put them forward for the defence. A former President of the American Academy of Stress Disorders, Mr. Richard Grayson, has compared the symptoms of air traffic controllers with railroad despatchers and sonar operators on nuclear submarines and he says the symptoms of air traffic controllers are much more severe. Dr. Grayson has stated that air traffic controllers have the highest incidence of peptic ulcers of any profession. Ulcers aggravated by overtime work, high density traffic and fear of mid-air collisions. If, as happened on 10th September, the system breaks down how much more important I suggest that we examine the system. It maybe that we shall have to change some of the people working within it as having been proved to be not up to the high standards required but to go further than that would require the most careful consideration. For some years now there has been a massive international effort underway to improve safety in the air. This effort can only succeed to the full if every component part, that is to say every airline, every agency, indeed every government and every system which forms part of the international aviation community or upon whose decisions that community rely, will combine together and operate in harmony one with the other. Only this month, May 1977, the Spanish Government has announced the installation of improved air traffic control equipment throughout the country after allegations that its airports and airspace were dangerous. An air ministry statement in Madrid said the Government was "fully conscious of the importance of security and fluidity of air traffic and had authorised an unspecified grant to pay for the improvements. These include a national network of new radar installations belonging to the Military which will be handed over to civil aviation next month." If a drastic change were to come about In Yugoslavia as a result of the decisions of this Court, then the lives of those killed on 10th September will not have been sacrificed In vain. In both the United Kingdom and in the United States systems are now operating which are designed to bring to the attention of the authorities the mistakes which cause todays incidents so that recognition of these mistakes can enable action to be taken to prevent the same mistakes causing tomorrow's accidents. The American system is of particular interest because it has been in operation longer than the English system and because air traffic controllers have participated to a very large extent in that system. It involves the voluntary reporting by pilots, controllers, engineers and others concerned with safety, of mistakes, malfunctions, errors, incidents, etc. to the National Aero Space Agency, more commonly known as NASA, who act as an intermediary between the party reporting the incident and the Federal Aviation Agency who license that individual and upon which agency that individual depends for his livelihood. In this way the Federal Aviation Agency is becoming aware daily of the sort of things which are going wrong and which are causing incidents which as I have said could otherwise become tomorrow's accidents and the authorities are able to take timely action when they see that a particular pattern is developing in any particular field of activity, which gives rise to apprehension and concern. The reporting of Incidents is on a voluntary basis and the system assures those concerned that the importance is to find out what went wrong and take steps to prevent it going wrong again. But it has been recognised in implementing the system that it would be wholly counter productive to safety if a voluntary report were to find its reward In a prosecution. In most cases therefore immunity from prose-

cutlon Is granted - the object being to promote safety and not punish offenders. I venture to suggest that this Prosecution will undermine the International system because the system which I have outlined Is being adopted more and more. It has operated in Australia for 20 years or more and is now operating in the United Kingdom. The judgement of this Court could undermine that system and this Is not a personal view, It Is one which has been expressed to me by people eminent in various fields of aviation including some working within the authorities. I suppose one could draw a parallel, the temptation Is Irresistible, If we were to say that doctors prescribing the wrong drugs will be subject to criminal prosecution for endangering life, ask, I suggest, what kind of medical profession we would have tomorrow. The answer Is only too painfully clear. There are previous parallels for nearly every event of 10th September if one looks for them. A close call near Detroit in November 1975 came just after one controller at the Cleveland Air Route Traffic Control Centre relieved a colleague due for his coffee break. Federal Authorities investigating the incident speculated that the relief controller may not have had sufficient time to familiarise himself with the air traffic situation before he took over. On another occasion just outside Chicago, on 5th December 1975, two controllers working side by side at the Chicago Centre Air Traffic Control Facility in Aurora, Illinois, cleared their planes into the same airspace at 7,000 feet without informing each other. Just an hour later there was another Chicago near miss. Trans World Airlines 727 jet was put on a collision course with a United Airlines 727 jet. In this case an Aurora controller was found to have been distracted by the 15 other planes already in the holding pattern for the O'Hare Airport and several others approaching it. He failed to notice on his radar screen that the two 727's were closing. Fortunately the Trans World Airlines pilot saw the other plane in time and banked sharply to avoid the crash. On 25th February 1960 a collision occurred between a United States Navy DC6 and a DC3 operated by Real Aerovias a Brazilian Airline. The accident claimed a total of 61 lives. The Department of the Navy of the United States of America concluded that at the time of the collision and for some five minutes before, both aircraft were under the direct voice control of the Rio Approach Control Centre. The same controller made all transmissions to both aircraft using the same frequency for both, but using fluent Portuguese for communication with the Real DC3 and English for the Navy DC6. All the evidence proved conclusively that use of two different languages to conduct Rio air traffic control was a major cause, if not the primary cause, of the accident. The report stated that it was evident that uncertainty on the part of the controller as to the original position of the DC3, his under-estimation of the time factors including aircraft reaction time, his lack of appreciation of the communications difficulties and the increasing seriousness of the situation, combined to create the conditions which led to the collision. The events of 10th September were not unique. One must hope that this Court will act in such a way as to make a recurrence of the events of that tragic day less likely than might otherwise be the case. I would like to quote some remarks of Mr. John Leyden. President of the Professional Air Traffic Controllers Union of America. He stated during an interview on CBS Television Network on Sunday, 21st December 1975, and I quote "Historically the authorities have reacted to a disaster or a calamity In the air. They have not planned for It, nor have they taken the proper steps to forestall the accident from happening. We got radar coast to coast after the first controlled mid-air In this Country, the Grand Canyon disaster of 1958. We then established and got a network of radar coast to coast. We got mandatory radar procedures after another disaster In New York, a mid-air collision In 1960 In New York. We got digitized radar read out after another mid-air colllslon In Carmel, New York, where two planes had to hit before we got relief and It seems as though the only time we get attention focussed on a problem Is when there are bodies strewn on the street. There Is public pressure, Congressional pressure exerted on the Agency to take action. They historically react, they don't plan." I am saying to this Court that 10th September should be the disaster that makes planning necessary and that It wlll not solve the problem to Imprison those persons who were guilty of human falling on 10th September. The World Airline Accident Summary published by the United Kingdom, Civil Aviation Authority, lists 76 mid-air collisions on a world-wide basis from December 1946 up to March 1975. This does not include small aeroplanes but only refers to mid-air collisions in which one of the aircraft was a commercial airliner. I have been unable to find, either myself or questioning colleagues, any crlmlnal prosecution of the controllers In any of these cases although it Is clear that controllers were held to be responsible in many cases. It goes without saying that in nearly every case pilots who may have been at fault were killed in any event. ls it not a fact that the aviation community, the scientists. technologists, designers, airline schedulers have created a system which has grown into a monster before we have had time to learn how to control it in the real sense. Every year more new airlines, more new planes, thousands of them, faster bigger carrying more people but having one constant factor, the space in which they operate. Todays jets, Concorde cruising levels excepted, use the same airspace that only a fraction of them used nearly twenty years ago. Imagine walking down a street and

Sperry Univac's ARTS msystem not only puts a plane's altitude and airspeed right on the radarseope, but sounds a warning if planes get below a minimum safe altitude. Peak traffic at a major airport can mean a plane in or out every 26 seconds. Conventional radar said only, "Here's a plane;' - nothing more. To get altitude and airspeed, the air traffic controller had to radio the pilot, then keep checking him for changes. Meanwhile, the planes kept coming. The FM asked Sperry Univac to make the job easier. And they did, with the ARTS III system. First put into operation in 1971, it is now being enhanced at 63 U.S. airports with the Minimum Safe Altitude Warning feature. With ARTS III, a transponder on the plane in the terminal area signals a ground-based computer, which labels each blip on the radarscope. Our picture shows the display for United Airlines Flight 171, a ltitude 9700, speed 280. And the MSAW

erihancement automatically alerts the traffic controller when a plane is too low. By automatically handling as much of the rote work as possible, ARTS Ill gives the air traffic controller the information and the time he needs to use his skill and experience to their best advantage. Another demonstration of Sperry Univac bringing together specialists in digital technology and air traffic control - the result is the most experienced A TC system s supplier in the world .

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a car or motor cycle races past at 150 kilometres or even half that speed it can be frightening. Stand by a highway and watch the traffic. I am sure that most of us here have experienced this. Now imagine standing on a platform eight or nine kilometres up in the sky and watching metal tubes full of hundreds of people hurtling back and forth at speeds of 800 to 1000 kilometres an hour. Some going up, some going down, all making their routes over the same invisible radio beams and beacons in the sky. It must look, in slow motion, like one of those displays of acrobatic or gymnastic teams tumbling over each other, or even motor cycle riders doing precision manoeuvres with each other. But there is a difference. If an acrobat or a gymnast makes a mistake he falls on the mat and may be embarrassed or even possibly lose his place in the team. If a motor cycle rider falls or crashes during a display he may break a leg or damage his bike or both, but todays jets are regrettably not operating in slow motion and a mishap can cost, as we have seen in this case, many lives or as we have seen in Tenerife, only in March, even double or treble that figure. But when, as on 10th September, disaster strikes are we really fair to take those persons who happened to be at the centre of the system at a moment in time and take our revenge on them. Let me make myself clear beyond doubt. I do not for one moment ask this court to condone or overlook findings of culpability among the defendants, but what I do ask Is that such findings should be kept In perspective. It is my respectful submission that proof of incompetence would not be sufficient generally to support a finding of recklessness, unless for example a man volunteers for a skilled job, which he knows he is not trained to do or another appoints him to do such a job knowing he is incompetent, then the superior would be reckless as indeed he would be if knowing of a subordinate's incompetence he allows him to continue a particular function. Whether that happened in this case is a matter for this Court to determine. Most of us here make mistakes from time to time. Many of us are negligent, but like acrobats, gymnasts and motor cycle riders we can generally get up and walk away. 1 suggest that we must as a responsible society differentiate between simple human error, culpable negligence, recklessness and criminal activity. 1 am not personally a so called liberal when it comes to crime and punishment. I believe in the imposition of a punishment which will fit the crime as we in the European Continent understand that phrase, differing perhaps from one country to another, but generally speaking within broadly definable limits. But to impose a punishment to fit a crime surely itself presupposes the perpetration of a crime and in general an act or omission said to be criminal has to be supported by a criminal intent. While I firmly reject the temptation to review the evidence, with a view to suggesting an apportionment of blame between the eight defendants, on the grounds that there are other advocates here more properly qualified for that role than I am, I nevertheless most strongly invite this court to say that there was no criminal action by any of the eight defendants in this case. I respectfully submit that It would be impossible to conclude otherwise. I venture to go further. If the law is such as to Interpret their actions as criminal then I Invite this court to say that the law is wrong and should be amended. It would not be the first time and It most certainly wlll not be the last. I realise that that may not be an easy thing to do but where liberty of the Individual is concerned the way has not been traditionally easy anywhere. If this honourable court accepts that submission then it would seem that maximum or indeed near maximum penalties for the indictment, as drawn become inappropriate. In those circumstances it would appear neces~ary to request the court to direct atte~t!on to t~e questi?n of whether the defendants culpability for the coll1s1on was m a particular instance reckless in the sense of extreme carelessness or negligent to a degree that amounted to a betrayal of duty, serious enough to be sure, but still short of criminal activity. or. Walter Tye, the Controller of Safety for the Civil Aviation ~uthoÂ rity of the United Kingdom, said during the course of a lecture delivered to the Royal Aeronautical Society in 1973, and I quote "I do not subscribe to the view of some American lawyers who equate human failure to an act of negligence. In the ordinary sense of the word people concerned with aircraft are not negligent, human failures are not usually blameworthy as they stem" and here are the points I am making "from insufficiency of knowledge or skill or for~slght". The doc!or went on "the so-called crew error accident continues to predominate and I would prefer" he said "not to label .these _accidents as ~rew error" (and we might just as well include air traffic controllers m the word crew here). "Rather 1 would view them (these accidents) as failure of design or lack of provision of aids or Inadequate training or planning which allow human error to occur too readily or with too drastic consequences." . . The doctor went on to say that it could conceivably be possible to invent an effective system or method which would make flying 100 O/o safe, but it would probably then be so expensive that nobody could afford to fly. Then the doctor said "ideally we ~hould ~ursue th.e saf~ty improvements which have the largest c~st benefits, that 1s those m ~h1~h the ratio of the value of accidents avoided to the cost of prevention 1s highest - one obvious course is to apply efforts more vigorously in the areas which the past record show that acci?ents predominate" and then the doctor made this point which I am asking the Court to accept, and I quote again "I do not Imagine that even with understanding one can

overcome human frailty, but with understanding one can stand a chance of alleviating the conditions which are conducive to error. I would not write off crew error accidents as unavoidable but view them as accidents that with better design of aircraft, better ground aids, training or procedures, are amenable to reduction. An essential preliminary Is for all concerned who have the means to make such Improvements to understand more of the behaviour of the man at the controls" or In this case controller. I think it is important to take a closer look at the case of the first defendant, Mr. Tasic. Air traffic control out of which the charges against him arise, Is a ground based service dedicated to the achievement of a safe, orderly and expeditious movement of air traffic, the essential aim being to prevent collision in the air by providing instructions, guidance and advice to pilots by means of radio telephony voice communications. It Is recognised by the aviation community that there are Inadequacles In the air traffic control system Itself. They are In fact many, most of them the result of technological deficiencies and economic considerations. As the Court has heard, there are two methods of controlling air traffic usually referred to as procedural and radar. Procedural control involves the separation of aircraft, laterally, longitudinally, and vertically, on the basis of their position and height as supplied by them. While thankfully accidents are relatively few, Incidents, many of them so called near misses or air misses, and to some of which I have already referred, are very much more frequent than Is generally recognised and they are often the fault of pilots or controllers trying to operate within the framework of an admittedly imperfect system. Here again examine the record of the Zagreb Traffic Control Centre, the Court has heard evidence of 700,000 flights under the control of the centre in the space of five years with 166 complaints - that is an average of one complaint approximately every 4216 flights. I am tempted to ask how many people in this Court today can boast of such an equation in being right 4216 times for each single mistake. Since we are dealing with a case based on charges of human error I think, and I ask this Court to acknowledge, that that record is not a bad one by any means. The people operating the system are required to make many decisions, as was the defendant Tasic In particular on 1oth September affecting aircraft safety and expedition. The high speed of aircraft operating in all planes, speed, rate of climb and descent, change of direction, demands that such decisions must be made quickly and accurately. Unfortunately, as we have seen, ft is this speed together with the number and complexity of aircraft in a small sector of air space which precludes a wrong decision from being corrected in time to avoid a catastrophe. But I ask this Court to recognise that decisions made under the pressure of fast moving and momentous events may not always be the best or most efficient. Delay or even lack of decision can serve, as on 1~th September, to exacerbate a complicated situation causin~ a lowering of overall efficiency and consequent level of safety. Decithese circumstances can only be safe provided they require sions the minimum of consideration in thinking time and calculation, they should follow simple and constantly practised patterns and should be ~ccept~d by a known pre-planned pattern of operations within a relatively s.1mple standardised system - simplicity and standardisation is a recognised necessity and a constantly recurring theme In all aspects of air operations. There are many aspects of current air traffic control which fall to satisfy these requirements and each represents special dlfflcultles for the controller. The need for a common language for aviation is readily apparent and I believe is accepted by this Court: is it, however, I wonder accepted by this Court that it is a sad fact of life that incoming messages do not reach us at convenient intervals but arrive irregularly and often just at the wrong time. This fact, which has been medically proven, is critical In this case because research has shown that man possesses only a single decision making channel and all information must be passed sequentially through this channel _ for example If two lte'!ls of Information arrive at the brain at the same time one must wait until the other Is processed. While this concept of a single decision channel is well established, many people protest that they can in fact do two things at the same time: however laboratory studies demonstrate that the person concerned is simply scanning from one source of information to another though rapidly - the obvious parallel is provided in the .case of a passenger in a car being driven by a friend - at first the driver appears to be doing two things at the same time. namely driving the car and talking, but when he pulls out to overtake and finds an approaching vehicle in his path, it is noticeable how quiet he becomes - he has given up scanning and is concentrating on only one source of information. The classic laboratory test is to put different messages into the right and left ears at the same time - the test has shown that when the listener attends to the input to one ear he can tell his questioner virtually nothing about the message arriving at the other ear. This would be the same whether the message came to the ear, in Tasic's case, from the DC 9 on the radio, to his eye from the images on the radar screen, or from the slip which was handed to him. The fact is, and I think It Is important that this Court take judicial knowledge of It, that man can attend to one thing at a time only. Enquiry after enquiry

!n.

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The ASDE antenna systemJ a1'.<JP the control tower, has a very low turrung speed (60 r.p.m.) which ~nhances a reliability. The total we1~~t of the antenn system is only 600 kg. Digital scar_i -adar converters (DISCO's), for c?nvertmfght infmm ation into TV-type video for 11 display purposes, will each accomodate up to six display consoles. The displayed picture Oumin~nce 36cd/ m:!) is viewed in broad daylight. For a complete overview of this n~w hi~h b!ightness, all-weather ASDE, w11te to. Hollandse Signaalapparaten BV, P.O.Box. 42, Hengelo, The Netherlands.

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has found that the cause of an accident has been the crew's preoccupation with something else. The limited capacity of man's single decision channel means necessarily that when situations arise in which even though all the component parts of the system are working well, there is still so much Information that th~ Jlhannel becomes overloaded. The pace and stress of the environment has made many people, not only in air traffic control, all too familiar with situations in which they are required to attend to too many inputs. Familiar too are the number of well recognised techniques which human beings adopt when this overload situation occurs. Depending on temperament and capacity individuals may deal with each piece of information quickly and badly or may concentrate entirely on one source of information to the exclusion of all others. They may confuse information obtained from two or more sources or may even seek to escape from the situation by ignoring all the Inputs possibly by indulging in a totally irrelevant activity. The false hypothesis is an important contribution to human error and in this context deserves special attention. The radar controller expects to see little blips moving about on the screen, he does not expect them to meet or, if they do, this only at different levels anyway. He sees blips, and to him that is what they are, he could not cope with the acceptance of these blips being so many hundred human beings in his immediate care. Long experience of an event such as blips passing on a screen which has always happened in a particular manner, generates a strong probability that the event will continue to happen in that manner in the future regardless of the precise nature of this stimulus. We have a great need to structure situations so when we are passed a slip of information saying that another plane is climbing, uncleared though it may be, into our sector, we do not neglect it, we do not cry for help, we are conditioned not to cause panic, to become very excited, so we try to structure it into a habitual situation. On 1oth September Tasic was the final link in the system which failed. In just the space of seconds he was meant to process a situation In which two aircraft, not seen to the naked eye, but only a dots on a screen in a semi-darkened room, were moving towards each other at 1,500 k.p.h., he was expected to talk to the DC 9 pilot, keeping tabs of course on nine other planes all fighting for a position in the queue for his single decision channel, determine the height and direction of the Trident, assess their closing levels, positions, speeds and times, and finally to talk to the DC 9 pilot In a foreign language about the whole situation - all I repeat in the space of a few seconds. It is clear from the tape recordings presented to this Court that he tried but in the event he proved to be only human - who is the culprit: Tasic or the system which demanded super human feats on the part of Tasic? I ask again how can he be guilty of anything approaching even recklessness let alone crime? At best it was human error - at its very worst there may have been a degree of negligence. It was perfectly natural for anybody in his situation, in a moment of stress to revert to his vernacular, so I suggest would we all have done, regulations or no regulations. Although I believe it has now been satisfactorily disposed of I want to deal further with this question of the use of the English language. Man is a creature of habit and although we can with the passage of time and with practice get into the habit of speaking another language it is an accepted fact in human behaviour that however practised and fluent we may be in a second language whenever we come to deal with numbers, to count or to add up a bill we revert to the vernacular. A man may live in a country other than that of his upbringing and speak its language for years, but take him into a restaurant or a supermarket, put a bill in front of him with a list of figures and watch his lips. Almost invariably he will count in his vernacular. Tasic is 28. English is not strictly a second language, it is a set of sounds, phrases, expressions and coded directives which he uses in his job. How perfectly natural therefore that when he received the slip his decision making channel cross referenced in the DC 9 in a climb to the level of the Trident in the cruise. What then can we deduce was on his mind. Numbers. Flight levels 330 327 and climbing to 350. His use of his native tongue could at that precise moment have been predicted. Pressure, stress, unusual situations, produce reactions not usually in accordance with those expected in normal situations. I urge this Court to find that simple predictable elements of human behaviour was the proximate cause of this disaster and not criminal or culpable negligence or recklessness on the part of Taslc In particular. Further It is Interesting to note that Taslc's defence Is corroborated to a large extent by the indictment against Erjavec and Pelin where they are charged with asking Tasic to accept the DC 9 when as the Indictment against them says and I quote "both could see that Tasic was alone and overworked". Similarly the indictment quotes many examples of negligence and breach of discipline among the flight controllers in the past. Tasic was on several occasions shown not to be up to situations of high work load and is it therefore surprising that at some time or another a fatal error would be made as indeed it was on the 10th September? A case decided in England In 1879 propounded a rule in the law of negligence, and the rule was stated thus "The degree of care varies with the circumstances. A person who takes a reasonable decision as to a course of action in an emergency or dilemma will not be treated as having acted negligently If the course of action decided upon turns out to have been the wrong one". The particular case concerned a ship

called the Bywell Castle, updating the case one could change vessels to aircraft, and the Court held that ordinary skill and care are all that are expected of persons in charge of vessels, and not the ability to see at once the best possible course to pursue under the pressure of extreme perll. A person may not have all the facts available to him to help him decide how best to deal with the situation, but if it subsequently becomes evident that he made the wrong decision under the pressure of his dilemma then It does not necessarily follow that he was negligent. Far less I suggest does it follow that his activity was criminal. As to the second and third defendants Hochberger and Tepes very little can be said that does not appear already from the indictment. The charge against them is that their contribution to this disaster was an indirect one and it is my submission that while their actions may have shown irresponsibility and unsuitability for the positions which they held, early departure from and late arrival for work did not amount to criminal activity. Once again we have a tragic coincidence. If there had been an early arrival and a late departure on 1oth September by those two defendants perhaps we would not be here today and for the rest of their lives those two men will have to Jive with that thought. I venture to suggest that to imprison them would not in any circumstances be conducive to the improvement of air traffic safety and indeed would be unjust for reasons which I have already given. As to Erjavec and Pelin, once again there is little more to be said. Whatever this Court finally determines to have been the sequence of events on the morning of 10th September it is clear that these two men were closely associated with the decision to allow the DC 9 to climb into the Trident's path and in their case I ask this Court to consider very carefully the remarks I have already made concerning the pressures under which air traffic controllers work and my observations on the question of human fallibility. To anyone who has listened to the evidence in this case it must be clear that whatever else is disputed all was not well in Zagreb air traffic control centre. It is clear also that part of the blame must rest with the~e eight defendants, with Tasic, Hochberger, Tepes, Erjavec and Pelm because of their direct or indirect dealings with the aircraft during the last few minutes before the disaster and with Delle Munjas and Dajcic because of their responsibilities for the overall operation of the air traffic c~n~~ol centre. But as I have suggested a far larger part of the respons1b1hty lays with the system itself and I cannot emphasise to~ ~trongly that while there must be ways and means available to the av!at1on authorities in Yugoslavia to discipline these controllers, imprisonment is not the answer.

~f t~e law is such as to make it incumbent upon this Court to reach a fmdmg of guilty in any case then I urge this Court in addition to whatever ot~e~ action it may see fit to take to express its acceptance ~f my subm1ss1ons by imposing only the lightest possible penalties par~icularly taking into account the fact that Tasic himself has already been '" custody for some months and I believe the other seven defendants were al~o In custody for sometime after the accident. All these defendants .w1I! have to live with the thought of that catastrophe for the rest ~f their hves and that together with the experiences of this trial would suggest be wholly sufficient punishment in the circumstances. Yugoslavia was one of the fifty-two States which signed the final act of the Chicago Conference In December 1944 and on the 9th March 1960 Yugoslavia ratified the remainder of the Chicago Convention. It was the Chicago Convention which was responsible for the setting up of ~he International Civil Aviation Organisation and Article 44 of the_ Chica~o Convention stated some of the objectives of that organisation. Article 44 stated and I quote "The alms and objectives of the Organsiatlon are to develop the principles and techniques of International air navigation and to foster the planning development of International air transport so as to: a. Insure the safe and orderly growth of international civil aviation throughout the world. c. Encourage the development of airways, airports and air navigation facilities for International civil aviation. d. Meet the needs of the peoples of the world for safe, regular, efficient and economical air transport. h. Promote safety of flight In International air navigation." If this Court accepts my submission that It would be contrary to the general good of civil aviation to Impose prison sentences on these eight defendants In respect of the happenings of 10th September then I further submit that It would be contrary to Yugoslavia's obligations under the Chicago Convention as a matter of public international law for this Court to impose such prison sentences and I do submit that that Is the case. It can hardly be said that anybody can derive joy or pleasure out of the tragic happenings of 1oth September, but It Is a fact that the highest expectations of the aviation community have been fulfilled in the way in which the Yugoslav Authorities have dealt with the aftermath of that tragedy. The conduct of the Inquiry, the openness and frankness with which errors have been admitted, the way in which all the observers envisaged by Annex 13 to the Convention on International Civil Aviation have been Invited and were allowed to participate In the Inquiry. All these things have been an example to aulbmities and governments In other contracting States who at times have been that much more chauvinistic in conducting Inquiries into accidents happening In their airspace.

However It Is no exaggeration to say that at this moment that same community and In particular the air traffic controllers operating around the world wait with baited breath for the decisions of this Court. As I have already indicated, this case cannot be looked on in isolation or, I respectfully submit, as a purely domestic issue. This Court is asked to pronounce on the domestic workings, admittedly wholly Yugoslavian, but integrated with and part of an international system. We have been asked during the course of this trial whether we knew of any case where an air traffic controller had been charged with a criminal offence in relation to the conduct, albeit the negligent conduct, of his duties. I have searched the international case books on aviation law and I have spoken to lawyers and administrators both in the United Kingdom and in the United States, and none could remember or find any parallel case. A controller was arrested in January of this year after a runway collision of two aircraft in Czechoslavakia which injured more than one hundred people, but I have been unable to find any details - it is possible, and even probable, that the case would not yet have come to trial. I myself am a Member of the Association of British Aviation Consultants - I asked the same question that I have been asked at a full meeting of that Association two weeks ago in London. The Association consists of men who have spent dedicated lives in all fields of aviation and not one could remember a case (and we are dealing here on a worldwide basis) in which a controller had been so charged. To many, and some of them were eminent in aviation generally and in air traffic control and accident investigation in particular, the people to whom I spoke, and I endorse their view. and I urge this Court to take It very seriously - the Imprisonment of these defendants will be wholly counter productive to the real solution which Is sought. It Is felt that If a precedent Is set here with Imprisonment being the wages of human falling, then the morale of air traffic controllers everywhere, by and large a dedicated body of men, Is bound to be affected and, an even more sobering thought, the quality of people undertaking that pro-

fesslon, and It Is a profession, could lower as a direct result of such a decision. This Court has the means to order an Investigation which could lead to dramatic Improvements, not only In Zagreb, but throughout the world. Instead of being In the limelight today as the architect of the tragedy of 1oth September, Zagreb could tomorrow be, by virtue of an enlightened judgement of this Court, a model for world civil aviation. Why, as a party aggrieved by this accident, should I appear in the role of defender? I said earlier that I would ask this Court to look upon me as amicus curiae, because I believe that. a. this Court can perform a vital function in directing the improvement of air traffic control services and b. that this will not be achieved, as I have explained, by sentencing these five defendants to prison for being concerned with the disaster. What penalties should be exacted for the breaches of discipline. and departmental regulations is in my view a separate matter on which I do not have the right to comment, but I do believe that th~se. matters should be dealt with separately and apart from the determmat1ons for the actual cause of the disaster of 10th September. There is a thread of pain which runs through this whol~ sorry. case. But I finally and urgently urge this Court to say that it d~d ~ot m any case of these defendants amount to a criminal act or om1ss1on and to take positive, imaginative, resourceful action by ordering or recommending the establishment of a full commission to improve the overall standard of air traffic control.

Although the Court considered the above submission it still con~icte~ Gradimir Tasic and imposed upon him a sentence of seven years impri-) sonment. (Ed.

Petition To His Excellency Marshal Josip Broz Tito, President Of The Socialist Federal Republic Of Yugoslavia On Behalf Of The International Federation Of Air Traffic Controllers Associations (IFATCA) and the Professional Air Traffic Controllers Organisation Of America (PATCO). Presented by Richard C. W. Weston, Solicitor, London

MR. PRESIDENT, YOUR PETITIONERS are respectively 1. The International Federation of Air Traffic Controllers Associations. This Federation comprises a membership of the several Air Traffic Control Associations of the countries listed in Annex I hereof (51 Associations named) 2. The Professional Air Traffic Controllers Organisation of America. From the foregoing Mr. President you will see that your Petitioners represent not a sectional interest but a very large even world wide cross section of the aviation community, whose principal joint aim is service to and safety of the public air traveller of whatever nationality he or she may be. The brief facts of the matter in respect of which this petition is presented are as follows: On the 10th day of September 1976, at approximately ten hours and fifteen minutes Greenwich meantime (11.15 local time) a collision occurred in clear skies between the British Airways, Trident Three, Golf Alpha Whisky Zulu Tango and the lnex-Adria, DC9, Yankee Uniform Alpha Juliet Romeo, about thirty kilometres north east of Zagreb VOR, near the town of Vrbovec, Yugoslavia at approximately 33,000 feet or ten thousand and fifty metres above sea level. The said collision resulted in the total destruction of both aircraft and the death of the 176 passengers and crew members on board (54 passengers and nine crew on the Trident and 108 passengers and five crew on the DC9). Both aircraft, the DC9, en route from Split in Yugoslavia to Cologne in Germany and the Trident, en route from London, Eng-

land to Istanbul in Turkey, were immediately before and at the moment of impact with each other . a) operating normally and under the control of their respective properly qualified crew members, and . 1 b) operating in accordance with the directions of the Regiona Flight Control Centre Zagreb • · 1· ht conUp until shortly before the said collision the regional f ig . trol centre Zagreb had itself operated normally, controlling daily and safe Iy, compared to any other comparable cen t r e in Europe. . f

one of the busiest air corridor networks in the crowded skies ~ Europe and the said centre was at all relevant times, up to and • Iu d'mg the time of the collision directed contro 11 e d • staffe • mc • •. whose manned and operated by among others the eight persons · th preface to names appeared as defendants at the trial noted m e th ·is p e t•1t1on, · ·in their respective capacities, as therein · appears. . It was not alleged that any equipment or crew malfunction or failure in either aircraft contributed to the disaster, nor that any P.iece o f ground equipment was defective. However, that the cause b of the tragedy was directly attributable to problems in the Zagre regional flight control centre is now acknowledged by all concerned. Gradimir Tasic the Controller of the Upper Air Space Section in which the accident occurred was arrested on the same aftehr, Hoe noon as the accident along with four of his colleagues, berger Tepes Erjave~ and Pelin. These four were released two month~ later, but Tasic was held in custody continuously up to the date upon which his trial before the Zagreb District Court c~m menced viz 11th April 1977 and he remained in custody during

the continuation of the trial which concluded with his conviction on Monday, 16th May 19n, on whicn.;:date he was sentenced to seven years imprisonment. The other seven defendants named in the indictment were all acquitted. The essence of the indictment against Tasic is set out in Annex hereof. The indictments against the seven acquitted defendants are relevant only in a peripheral sense to the indictment against Tasic and the principle points thereof are set out for reference purposes in Annex. It will be seen that Tasic was charged with a grave criminal offence against the safety of people and goods by accepting, while in charge of the Upper Space Section, where the crash occurred, co-ordination with the Middle Section, although he was at the time overworked. He was charged with failing to give priority to the separation of the aircraft, failing to realise on time the conflicting situation which has arisen and of adopting unprecise measures for the avoidance of a collision. It was alleged that after establishing contact with the Pilot of the DC9 at 11 hours 14 minutes and 4 seconds and after 6 seconds receiving information from the latter, that he was passing through flight level 325 and would fly over Zagreb Radio Beacon before the expiry of that minute and having known since 11 hours 4 minutes and 19 seconds that the Trident was flying at level 330 and was estimating overflying Zagreb in the course of the same minute "he was aware of the danger" and instead of taking urgent steps to avoid the collision, the indictment charged that he, Tasic, continued normal radio communication with the Pilot of the DC9, mostly in the Serbo-Croation language, asking at 11 hours 14 minutes and 14 seconds about his present flight level. When, at 11 hours 14 minutes and 17 seconds, he received the answer, that the aircraft was climbing and was already at level 327 after five seconds, at 11 hours 14 minutes and 22 seconds, he asked that the aircraft remain at that level and report overflying Zagreb. To the Pilot's enquiry as to what level he was talking about. Tasic replied, at 11 hours 14 minutes and 29 seconds, that the Pilot should stay at the height at which he then was, as there was an aircraft before him at level 335 from left to right, although it was alleged he should have known that the aircraft was at level 330 and therefore, at 11 hours 14 minutes and 38 seconds, the Pilot of the DC9 said that he was staying at level 330 and several seconds afterwards managed to bring his aircraft in the horizontal flight at level 330. At that level the two aircraft collided seconds later. Tasic's defence to the charges was that he was overworked and, indeed, this was corroborated by the indictment against Erjavec and Pelin, the Flight Controller and Assistant Flight Controller respectively for the Middle Air Space Section in which they were charged with negligence because, as the indictment against them charged, Erjavec sent Pelin to Tasic to co-ordinate with him the transfer of the aircraft from the Middle Space Sector to the Upper Space Sector, although both could see that Tasic was alone and overworked and gave them a sign asking not to be disturbed. Neither of them, the indictment went on, prepare~ a new (flight information) strip for the DC9 but handed over instead, to the Upper Air Space section, a strip prepared for the Middle Section. Much of the foregoing is technical and might be said to be out of place in a document of this nature. However, since it is critical to the purpose of the petition, it has been included. Your Petitioners respectfully submit that the errors which Tasic made in the vital minute before the catastrophe were errors of human failing, brought about and compounded by a situation of stress and that they are seen in their proper perspective when viewed in the context of an address made to the Zagreb District Court by a London Lawyer representing the family of one of the crew members of the British Airways Trident, a transcript of which is appended hereto as Annex. Your attention Mr. President is particularly directed to those passages of that address which are underlined for emphasis. The great American jurist Oliver Wendell Holmes used the following words in considering the question of negligence. "The standards of the law are standards of general application. The law takes no account of the infinite varieties of temperament, 16

intellect and education which make the internal character of a given act so different in different men. It does not attempt to see men as God sees them for more than one sufficient reason. When men live in society a certain average of conduct, a sacrifice of individual peculiarities going beyond a certain point is necessary to the general welfare. The ruJe that the law does in general determine liability by blameworthiness is subject to the limitation that minute differences of character are not allowed for. The law considers, in other words, what would be blameworthy in the average man, the man of ordinary intelligence and prudence and determines liability by that. If we fall below the level in those gifts it is our misfortune, but he who is intelligent and prudent does not act at his peril in theory of law. On the contrary, it is only when he fails to exercise the foresight of which he is capable, or exercises it with evil intent, that he is answerable for the consequences." In most cases it is impossible to know exactly during the trial what the actual facts were at the time of the events which concern the trial itself. In this case however we are fortunate because history has provided, in the form of a transcript of a tape recording, exactly what Tasic did during the vital seconds before the disaster for which he has been held responsible. A transcript of that tape is included as Annex to this Petition and who, upon reading it, can say that he failed in the context of the foregoing quotation "to exercise the foresight of which he was capable, or exercised it with evil intent" Notwithstanding however he was charged in accordance with the indictments referred to, and Annex contains the findings of the Court. Your Petitioners, Mr. President, beg leave to direct your attentions specifically to the finding of guilt and sentencing of Tasic, but before doing so wish to make the following observations. Your Petitioners recognise that the subject matter of this Petition is a Domestic Yugoslav matter, that the jurisdiction is wholly Yugoslav, that the persons concerned and charged under the indictment and tried by the Court are wholly Yugoslav. Furthermore, Your Petitioners recognise with great appreciation that the trial of all those named in the indictment, including Tasic, was conducted not only with commendable dispatch in all the complicated circumstances of this case, but with an impartiality and fairness not always, regrettably, apparent in all countries. The rights to hear and be heard1 to examine and cross examine (even for aggrieved parties) were liberally granted and exercised. Press coverage, both Domestic and Foreign, was free and uninhibited and Mr. President, Your Petitioners respectfully submit that Yugoslavia may take considerable pride in its conduct of these matters. Your Petitioners are also aware of the great appreciation expressed by the Authorities in Great Britain and of Germany and, indeed, of Turkey, whose aircraft and nationals were most closely involved in this accident, of the highly competent and open manner in which the Yugoslav Commission of Enquiry dealt with its investigation into the causes of the accident and the manner In which all the provisions of Annex 13, to the International Convention on Civil Aviation concerning Aircraft Accident Investigation were observed. The decision of the Learned Judge and his Colleagues, at the trial of the eight defendants, is in most respects a decision which has received world-wide applause and worldwide recognition as a courageous decision. Your Petitioners refer specifically to the acquittal of seven of the eight defendants. Your Petitioners are fully conscious of the difficulties which an accident like that which occurred on 10th September 1976, causes for the country of occurrence, quite apart from the expense and inconvenience: adverse publicity, sometimes quite unjust, remains focused on the authorities In that country and the world-wide media often process their target audiences to expect harsh penalties to be exacted from those found to have had a hand in the makings of a tragedy. Indeed, the trial of the eight defendants showed clearly that, in one degree or another, each of them did indeed have some responsibility for the happenings of that morning of the 10th September 1976. What, however, Your Petitioners do not accept, Mr. President, is that their responsibility, or that of any of them, was criminal.

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The Court agreed with that submission in respect of seven defendants but it is difficult to see how the distinction was drawn in the case of the defendant, Tasic, and it is to this matter, Mr. President, that Your Petitioners wish to direct your attention. Your Petitioners further recognise that Yugoslavia has a due judicial process and that there is an appeal process which it is believed the defendant, Tasic, is pursuing to obtain a reversal of the Zagreb District Court verdict and in normal circumstances, Your Petitioners would not seek to interfere with a judicial system recognising, as Your Petitioners do, the tremendous importance of the Supremacy of the Law and Obedience to the Rule of Law. However, Mr. President, Your Petitioners suggest that the circumstances of this case are anything but normal. Having acknownowledged that the subject matter of this Petition is in essence a wholly Yugoslav matter, Your Petitioners beg leave to suggest that it has far reaching International implications, that the system of which Tasic was part, was in fact an integrated and invaluable component of a massive International System. In a system of that nature, unless each and every agency, functioning body and, indeed, Government, work in harmony and with an understanding of each others, problems and difficulties, then the system as a whole becomes unworkable. It is this integration, this inter-dependence, this International concept, this tremendous responsibility to an International flying public which belongs to the brotherhood of Air Traffic Controllers in particular, and to the aviation community in general, which has persuaded Your Petitioners, Mr. President, to make this direct approach and request for your intervention. Having recognised that the Supremacy of the Law is a fundamental and essential ingredient of today's world society in which Yugoslavia plays such an important role and having indicated that there is not a desire on the part of Your Petitioners to interfere with that, it must nevertheless be said that in any society, it is and has always been the prerogative, and indeed the duty of the Head of State to intervene where the liberty of the individual is concerned, or where the laws of a State, though properly applied in a legal sense to a particular case, nevertheless make a nonsense of Justice itself by their very application. Your Petitioners believe, Mr. President, that this is just such a case. There is no intention or desire to criticise the decision of the Zagreb Court; comment has already been made in this Petition as to the way in which the trial was conducted by that Court, but to respect the decisions of a Court of Law does not necessarily mean either that one must agree with them or that necessarily such decisions are for the public good. The address to the Zagreb Court set out in Annex included the following observation: "I wish to ask this Court to consider its function in this matter and to deliberate upon the results of its consideration in such a way as will best exercise not only its power over the defendants, but also in such a manner as will best discharge its responsibilities to society. If, as a result of the findings of this Court, rulings and recommendations can be made, directions given and penalties imposed which would combine to minimise or indeed avoid not only in Zagreb, not only in Yugoslavia, but in the aviation orientated world as a whole, the possibility of the recurrence of the tragic events of the 1Oth September, then I respectfully submit that this court will have erected a fitting monument to all those who, on that day, lost their lives, in the form of a safer system for those who will fly in future. I sincerely believe that while, and I respect the fact that this is a criminal trial of the defendants, this Honourable Court will more properly and completely discharge its obligations to the society it serves directly and indeed other beyond, if it will use its powers in an imaginative and resourceful way." In the light of the judgment of the Court, it is thought that in the case of seven defendants, heed was paid to these remarks and indeed the Learned Judge did order an enquiry into Air Traffic Control methods at the Zagreb Control Centre. It is thought, however, that because of the wording of the penal code of Yugoslavia the Judge felt that he had no alternative but to apply that code strictly in the case of Gradimir Tasic and that this strict application has in fact led to what your Petitioners respectfully

submit is a miscarriage of justice. It is one of those rare cases, Your Petitioners suggest, where the Law and Justice while stemming from a common tree proceed to branch into opposite directions. It is precisely that sort of situation in which Mr. President, your Petitioners are proposing that as Head of State, you have not only the power, but the duty to intervene. Every country has its own laws and every judiciary has an obligation to interpret those laws within parameters which are consonant with the society and system which it serves. Those laws are promulgated by men and men are fallible: men promulgating laws cannot foresee into the future and envision all the circumstances in which those laws are likely at sometime or another to be interpreted: unfortunately, situations arise sometimes and this would seem to be the perfect example, where a judge finds that his hands are tied by the penal code of Yugoslavia, which obliged him to interpret the actions of Tasic as having been contrary to the penal code, in which circumstances he had no option but to find Tasic guilty and sentence him accordingly. Your Petitioners suggest that while the Judge may have been right, that the decision, as such, was contrary to the principles of justice. There is a grave danger inherent in any system founded on a code which many systems are today and it is for this reason that most such systems have an escape valve. That danger is to apply the code to set a precedent and the circumstances of this case high-light this problem. The problem was put most eloquently by the great French jurist Geny who wrote of a legal system founded on a code: "We must recognise the truth that the will (la volente) which inspires a statute extends only over a domain of concrete facts very narrow and very limited. Almost always a statute has only a single point of view. All history demonstrates that legislation intervenes only when a definite abuse has disclosed itself through the excess of which public feeling has finally been aroused. When the legislator interposes it is to put an end to such and such facts very clearly determined which have provoked his decision. And if, to reach his goal he thinks it proper to proceed along the path of general ideas and abstract formulae the principles that he announces have value in his thought only in the measure in which they are applicable to the evils which it was his effort to destroy and to similar conditions which would tend to spring from them. As for other logical consequences to be deduced from these principles, the legislator has not suspected them: some, perhaps many, if he had foreseen, he would not have hesitated to repudiate. In consecrating them, no one can claim either to be following his will or to be bowing to his judgement. All that one does thereby is to develop a principle, henceforth isolated and independent of the will which created it, to transform it into a new entity, which in turn develops of itself, and to give it an independent life, regardless of the will of the legislator and most often in despite of it." The gaps inevitable in such a system must at least in equal measure be inevitable in a system of case law and the problem with which your Petitioners, Mr. President, are here concerned is that the decision of the Zagreb Court may be used independently in a future case, perhaps and most probably in another part of the world, as a precedent, in what as we have described is an International system, to lay criminal blame for human error at the door of other unfortunate controllers, or indeed pilots or others to the detriment of the system as a whole. The American Justice Wheeler expressed the same sentiment in different words. He said almost a hundred years ago: "That Court best serves the law which recognises that the rules of law which grew up in a remote generation may in the fulness of experience be found to serve another generation badly and which discards the old rule when it finds that another rule of law represents what should be according to the established and settled judgment of society. It is thus great writers upon the common law have discovered the source and method of its growth and in its growth found its health and life. It is not and it should not be

stationary. Change of this character should not be left to legislature." Yet a third great jurist of a former day, the late Benjamin Cardozo wrote on the same problem. "I think that when a rule, after it has been duly tested by experience has been found to be inconsistent with the sense of justice or with the social welfare there should be less hesitation in frank avowal and full abandonment. We have had to do this sometimes in the field of constitutional law. Perhaps we should do so oftener in fields of private law where considerations of social utility are not so aggressive and insistent." Your Petitioners recognise that in today's world, as always, there are leaders who lead and leaders who follow. You, Mr. President, have been for over forty years and remain today recognised throughout the whole world as a leader who leads. There are many Heads of State who might not have the stature, authority or fair mindedness to intervene in a situation such as the one to which this Petition refers. If there is any leader in .the world today who can make a stand, not only for the luckless Tasic, but for the International aviation community as a whole, which Your Petitioners claim to represent in broad measure, then you Mr. President are that leader and it is for this reason that Your Petitioners are making this prayer. The right decision by you at this time could create a climate in aviation which would benefit the entire world community. Once again, Your Petitioners emphasise that this representation is not made on behalf of a section interest. World aviation today serves humanity on a broad scale. It is no longer confined to a so called jet-set and we are appealing to you, on behalf of world aviation, to help in the establishment of a standard which will benefit generations to come. Default here could mean the establishment of a counter productive standard which will act to the detriment of future generations. Oliver Wendell Holmes, one of the greatest legal historians of all time, stated in his book on the common law that: "The first requirement of a sound body of law is that it should correspond with the actual feelings and demands of the community, whether right or wrong." He was writing on the criminal law and in particular on the theory of punishment. He said that punishment in a civil matter was rooted in vengeance and he went on: "The desire for vengeance imports an opinion that its object is actually and personally to blame. It takes an internal standard not an objective or external one and condemns its victim by that. The question is whether such a standard is still accepted either in this primitive form or in some more refined development as is commonly supposed and as seems not impossible, considering the relative slowness with which the criminal law has improved." It is interesting to note that the writer was referring to the relative slowness of improvement in a primitive form of law nearly a hundred years ago, because these words are taken from a book Written in 1889. He continued: "A pain can be inflicted upon the wrong-doer, of a sort which does not restore the injured party to his former situation, or to another equally good, but which is inflicted for the very purpose of causing pain and so far as this punishment takes the place of compensation, whether on account of the death of the person to whom the wrong was done, the indefinite number of pers~ns affected, the impossibility of estimating the worth of the suffering in money, or the poverty of the criminal, it may be said that one of its objects is to gratify the desire for vengeance. The prisoner pays with his body." Your Petitioners do not wish to labour these points, but great jurists have been pointing out for decades, even centuries, that precedent is not always right. Indeed, is often wrong and can in certain circumstances be dangerous, but that it requires vision, boldness, strength of character and authority to move the law along in step with the times in which we live. Your Petitioners appeal to you, Mr. President, to say unequivocally that the penal code of Yugoslavia was never meant to apply to a case like that of Gradimir Tasic.

Your Petitioners do wish to make clear that it is not a pardon that is sought because a pardon, a parole, a reduction in sentence, all these impute that the decision was right and rooted in a sense of justice. This would not alter the status of the decision as a precedent. Your Petitioners are asking for a declaration that the decision was a wrong one in the circumstances. It is suggested that this view is reinforced by the acquittal of the other seven defendants. The question must be asked, using the words of Oliver Wendell Holmes, would a decision which would have had the effect of gaoling the other seven defendants for their part in the awful tragedy of 1Oth September have "corresponded with the actual feelings and demands of the community." A major argument in the address to which Your Petitioners have made reference concerned human frailty, human fallibility and the extreme difficulty of operating precisely within a highly complex electronic and technological system. The system of Air Traffic Control is an artificial one created by men through the existence of modern technology so sophisticated that most people within the system itself only understand one particular part of it. Some understand the aeroplanes that operate within the system, some understand the computers that programme the system, some understand the radar facilities which survey the system and some understand finally the room only in which they work. The responsibility which society imposes upon those people is such that they are in fact at times meant to act as an arm of the system itself. Human beings are expected to become electronic machines, operating precisely and punctiliously and it is because simply that the rest of the system is machinery and operates in that fashion that society cannot readily accept when its human counterpart sometimes fails to operate the same exacting standards. Your Petitioners respectfully suggest that such failure, Mr. President, is not the ground for a criminal prosecution. Whatever view Mr. President you may take of the submissions there is another most pressing need to be satisfied and which can only be satisfied by a reversal of the Zagreb District Court decision. The matter is touched on briefly in the submission contained in Annex. The matter referred to is customarily identified by the title "Incident Reporting" and those concerned with aviation safety have been wrestling with this problem for many years. The te~m "incident" is a wide reaching term in this context and covers aircraft crew, air traffic controllers and indeed even manufacturers and maintenance engineers. Captain Carl Christenson of United Air Lines stated that "Every accident is preceded by a number of incidents which, if known and properly understood could be acted upon in such a way as to prevent accidents." In 1947, the President of the United States appointed a Board of Inquiry on Air Safety following a series of three civil aircraft. accidents and he asked the Board to determine if there was a discernible pattern in these accidents which involved the same type of aircraft. The Special Board of Inquiry was headed by the Chairm~n of the Civil Aeronautics Board and in its final report to the President in December 1947 the Board discussed the value of investigating incidents to learn what might be done to prevent accidents and reported its views as follows: "It is the Special Board's opinion that submission .of rep~rts on near accidents should be encouraged. In view of the mcreasmg complexity of aircraft and the growing volume of air traffic, it must be anticipated that the volume of near accidents may increase. For this reason, Government agencies should assign specified personnel for comprehensive investigation and analysis for these reports. SUCH INVESTIGATIONS SHOULD NOT BE CONDUCTED FOR THE PURPOSE OF DETERMINING WHETHER PUNITIVE ACTION AGAINST PERSONNEL IS JUSTIFIED OR WHETHER VIOLATIONS OF REGULATIONS HAVE OCCURRED. THEIR PRIMARY PURPOSE SHOULD BE TO ELICIT INFORMATION THAT CAN BE OF VALUE IN PREVENTING THE RECURRENCE OF CONDITIONS THAT MIGHT HAVE CAUSED AN ACCIDENT. THE FULLEST PUBLICITY SHOULD BE GIVEN TO FINDINGS THAT ARE

DEEMED WORTHY OF TRANSMITTAL TO ALL AGENCIES INTERESTED IN SAFETY." What that Board saw as an avenue to improving safety has taken about thirty years to reach fruition. The classic objection to reporting operational incidents for an information exchange programme is the fear of disciplinary action, whether by the airline or by the authorities but reporting of operational incidents by persons working in the system is essential to enable the authorities to do their job of preventing accidents and if the authority fails to provide a timely and effective remedy to avert an accident then it becomes a task for the Aircraft Accident Investigation Authorities. Following two fatal accidents, one in December 1974 and the other in January 1975, the Secretary of the Department of Transportation convened a special task force to recommend what the Federal Aviation Authority of the United States should do to improve its safety mission performance. Leading the list of nineteen recommendations made by the task force on 30th April 1975 was one which the Federal Aviation Authority had implemented during the task force deliberations and the task force commented: "Mistakes can be a very effective means of learning. Pilots and controllers, however, are often reluctant to confess that they have made any errors or have had any close calls. The recently instituted no-fault incident reporting system for pilots and controllers will encourage full and detailed accounts of all potentially serious deviations from established procedure. The task force commends the Federal Aviation Authority for reinstituting and expanding the no-fault report policy and recommends that the record of incidents be available to serve for subsequent review, evaluation and improvement of safety." This whole programme of incident reporting which has been in operation so successfully in Holland+Australia for many years (as is shown by the extraordinary safety records of those countries) and has now been introduced in America on a voluntary basis, ls fundamental to the improvement of safety in aviation. However, it is recognised by all the authorities that the system can only function effectively if those who are required to report upon incidents know at the outset that they will not be prosecuted when so doing, if it becomes clear from the report that there has been a degree of culpability on the part of the reporter. Mr. President, Your Petitioners invite you with all the influence at their command to recognise that the decision of the Zagreb District Court runs contrary to the whole purpose of this system and will have the direct effect of undermining safety in the air as it relates to the millions of passengers who use the Civil Aviation System on a daily basis. It is a well settled principle of International Constitutional Law in any country in the world that the Sovereign Head of State has wide ranging powers, not always over the judiciary itself, but certainly over the freedom of an individual subject and needs no excuse or, indeed, valid justification to make determinations in that regard. It is a prerogative which belongs to any Head of State simply by reason of the holding of that exalted office. Notwithstanding, however, your Petitioners are aware of the necessity in a modern society, not only of justice being done, but ensuring that the public see justice to have been done and it is in those circumstances which Your Petitioners wish to bring, Mr. President, to your attention the three principal grounds on which this petition is predicated. 1. Your Petitioners contend that the conviction of the defendant, Tasic, in the circumstances of the trial, was in fact wrong in law in the general sense: that since there was no criminal intent (a finding specifically so stated by the Judge in his concluding remarks) then there cannot have been a criminal offence. Your Petitioners are not suggesting there was no failing or culpability on the part of this defendant, or indeed, on any of the others. Your Petitioners are merely saying that the failings and degree of blame which fall to be apportioned between the defendants was in no way criminal and in those circumstances should not have been rewarded with criminal sanctions.

2. Your Petitioners submit that the sentencing of Tasic to a term of imprisonment is a result which will be wholly counterproductive to the society which the judiciary is meant above all to serve. Your Petitioners, Mr. President, are satisfied that you will readily accept that the co-existence of large numbers of individuals, within any system of law, can only continue peacefully if those people and their differing views and habits can be based on a set of rules and principles which by and large benefit the majority and those rules and principles should be such as are capable of being enforced for the benefit of that majority by and with the consent of the majority. They are enforced in our modern society by the judiciary, which again is set up and established and functions by and with the consent of the people. To continue to function effectively, the decisions of the judiciary must always have the support of the majority of the people, the decisions should be applauded and not deplored. They should be for the public good. Public here can mean the local good of the village, the good of an area, the good of a country, or, in a wider sense, the general International good. Persons travelling by jet propellep air transport today are no longer a small privileged minority. They number not in tens of thousands nor even in hundreds of thousands, but in millions of passengers each day. They are as important to International understanding and International co-operation and indeed, to International survival among nations, as any Corps of Diplomats has ever been. The International world of jet travel, however, does not only consist of its passengers. It employs hundreds of thousands of people across the globe in various activities, whether in the design and manufacture of aircraft, or of aircraft parts, the design, construction and servicing at airports, catering, servicing, maintenance, fuel, cargo - the list of functions and services could be endless. None of this, Mr. President, could operate in even the minutest proportion of the system, of the system which we know today without the tremendous technological, and human resources of the Air Traffic Col'}trol System and Yugoslavia, with its particular geographical location has always played such an important and valuable role in that field, not only in dealing with aircraft visiting or departing from Yugoslavia but, of course, in relation to the scores of aircraft which, by the consent of -the Yugoslav people, use Yugoslav airspace every day of the year for coming and going to and from other countries around the globe. The system, Internationally integrated as it is and interdependent one part upon another as it is, is nevertheless hungry for improvement. It is a vital link between countries but it is daily involved in a desperate race against time to keep up with the ever increasing speed and numbers and complexity of the aircraft using the very limited airspace available to the system. Improvements are always being made but the pressure for further improvements is always increasing. Your Petitioners believe and pray, Mr. President, that you will accept that the sentence of imprisonment imposed on the defendant, Tasic, is wholly counter-productive to the improvement of the system as a whole and therefore contrary to the interests of society as a whole and in these circumstances, even if no others existed in mitigation in this case, the intervention which is sought by Your Petitioners is a proper one. Your Petitioners believe that such intervention would receive world-wide acclaim and Your Petitioners can claim to represent directly specific interests on a world-wide basis and it is fair to say that those specific interests in turn represent a far wider communal interest, again on a worldwide basis. Your Petitioners wish to emphasize, yet again, that they are not asking for clemency in the first instance, though the release of Tasic as an act of clemency would in itself be much appreciated; they are asking that a most dangerous precedent in the finding of guilt of Tasic for a human failing, in the circumstances of this case, should be erased from the records and not so much that a pardon should be granted, but that a statement from you, Mr. President, that this sentence and finding is not in accordance with the principles of law in the way in which that law is set up for society. A pronouncement that the decision may not stand on

records of justice - that would be to raise the sword of Damocles from the International system of Air Traffic Control and, indeed, from civil aviation generally. 3. Your Petitioners further pray, Mr. President, that on your consideration of this case, you will determine that the finding of guilt in the case of Tasic was itself inequitable, not as a matter of law and not even as a matter of service to society but that simply in essence in itself the decision was unjust. It is in the sincere hope, Mr. President, that you will find it possible to agree with all the foregoing submissions that Your Petitioners make this prayer, but Your Petitioners nevertheless believe that even if, Mr. President, you agree only with any one of the foregoing submissions, you will nevertheless see it as your right and duty to intervene in the way in which this Petition prays. a

Member and Non-Member Associations will be aware that it is through the good offices of the London solicitor, Mr. R. C. W. Weston, that the above Petition has been drawn up, signed and sealed on behalf of the Federation by the President, Mr. J. D. Monin, and the Executive Secretary, Mr. T. H. Harrison. The cosignatory of the Petition is John Leyden, President of the Professional Air Traffic Controllers Organisation of America on behalf of 17.000 controllers. We are very glad that PATCO have agreed, enthusiastically to join us in this venture as controllers everywhere are concerned on the outcome of this issue. We are sad, however, although not very surprised, that some world organisations and IFALPA in particular, with whom we work so closely in other fields, found themselves unable to sign and seal the document after some negotiations had taken place. Most regrettable in many ways, but at least we know where we stand. Common adversity has struck a chord with PATCO and we are delighted to have them at our side in this vital matter. (Ed.)

Press Release On IFATCA Petition To Marshal Josip Broz Tito, President Of Yugoslavia The President of IFATCA and Mr Richard Weston have delivered the IFATCA Petition to President Tito on the occasion of a Meeting with the Minister of Justice of Yoguslavia, Mr Ivan Franko, Thursday a September 1977 at 12 o'clock. Mr Franko was assisted by Mr Vrazalic, Assistant to the Federal Secretary, Mr Josifovic, Chief of the Cabinet to the Federal Secretary and Mr Gajic, Director of the Federal Organisation for Civil Aviation. The Meeting tasted for nearly one hour and a frank and welcome exchange of views took place. The Minister of Justice said that the matter is now in the hands of the Supreme Court of the Republic of Croatia who will have to consider both the appeal of Gradimir Tasic against the sentence of seven years imprisonment and of the Public Prosecutor against the acquittal of the seven other

controllers. The decision of the Supreme Court is expected shortly but certainly before the end of this year. IFATCA emphasised the negative effect the sentence of imprisonment exercises upon the whole air traffic control system internationally and that Yugoslavia has now the possibility to urge international Civil Aviation Authorities to consider how to improve the air traffic control system on a world basis. The Minister of Justice promised that he would carefully study the "ins and outs" of the Petition and IFATCA would be informed of his consideration. IFATCA again emphasised the urgent need to raise the Sword of Damocles that the sentence of imprisonment for human failing exercises upon the international air traffic control system. It is recalled that the 10th of September will be the first anniversary of the mid-air collision above Vrbovec.

International Law Part XIV: by E. Mc Cluskey IFATCA Standing Committee VII (Legal Matters)

The Beginning of the Law of the Air This series so far has looked briefly at International Law in general since it is essential to understand what International Law is intended to do, in order to understand what the Law of the Air is. It is equally important to understand the other aspects of International Law since the air law, being a relatively recent part of International Law had to derive its rules from the general Law which already existed. That is why we had to look at the principles and sources of International Law, the relationship between International Law and Municipal Law, International Personality, the Objects of International Law {especially in relationship to Territory, Individuals, Corporations, Ships and the High Seas), jurisdiction, International Transactions, International Violence, International Crime and some International Institutions which play a direct part in the Law of the Air.

The Beginnings From prehistoric times, man has the urge to fly, but it was really only with the genius of Leonardo da Vinci (1452-1519) that any suggestion of augmenting muscle power by mechanical means came to the fore. But Leonardo did not have steam power or petrol at his disposal. An English monk, Boger Bacon, who lived in the 13th century probably foresaw the balloon or the airship but he did not possess his "ethereal air". Otto von Guericke invented

the air-pump in 1650 and a Jesuit, Francesco de Lana-Ter~i, thought of the idea of using the vacuum principle to develop his lighter than air craft. The first flight, and only by a model, can probably be credited to a Portuguese priest born in Brazil, Bart~oÂ lomeu Louren<;:o. His first attempt to build a man-carrying version of his "Passarola" failed in 1709. One may wonder why the cases cited are all failures and therefore have little to do with the actual start of flying. These cases are cited to place the beginning of air law in perspective for the first attempt at definition of International Law of the Air can be credited to Grotius who was born in Delfdt in 1583 and who included air law in his Code of International Law "De jure belli ac pacis" published in 1625. Grotius, in his reference to the air, suggested that the air ~h~uld be likened to the open sea and be incapable of appropriation. Various theories followed those of Grotius and there was a suggestion that the airspace nearest the ground and up to three thousand feet should be covered by the same rules which now apply to .n~Â tional and territorial waters. This was before the three mile limit theory or the four leagues theory had become accepted for the sea. Apart from a few farsighted jurists such as Grotius, very few developments occurred in the law. Early balloonists seemed to have followed what rules of the sea existed but this is not surprising since the politicians were even further behind. The British Prime Minister, in a debate on subsidising railways in 1920, did not believe that we would see the advent of civil aviation on a 21

large scale within the next fifty years. However, from the Wright brothers onwards to the First World War, lawyers, like everyone else, could not fail to see that aerial navigation was developing. Much speculation as to the law of the air appeared in many countries. The question was not only of extent of the airspace but of rights in it. Hazeltine, in 1911, had already propounded the theory that airspace over the open sea and over unoccupied territory is free, and, in the case of over the high seas, unable to be appropriated. At least four theories for the airspace over land were propounded. The first of these was Grotius' original theory. The second followed the law of the sea by analogy, which gave a lower layer of territorial airspace and a higher unlimited layer above. The third theory was that the airspace to an unlimited distance should be within the sovereignty of the subjacent State applying the analogy to the law of some States that the owner of land has complete control of his land, and above as well as below it "cuius est solum eius est usque ad coelum et ad inferos." The fourth school of thought held that the airspace comes under the sovereignty of the State subject to right of innocent passage for foreign civil but not military aircraft.

asserted 'the full and absolute sovereignty and rightful jurisdiction of His Majesty extends, AND ALWAYS HAS EXTENDED, over the air superincumbent on all parts of His Majesty's dominions and territorial waters adjacent thereto'. (The capital letters are the author's to underline that the Act was retrospective and therefore applicable to cases occurring before the Act). The Act also could be extended by Order in Council to any part of the British Empire other than India and the Self-Governing Dominions, and to any territory under His Majesty's protection'. The Act was to give effect to the Paris Convention. It should be remembered that Self-Governing Dominions did not have full recognition as being separate from the British Parliament until 1931 and that seldom did their laws diverge until 1936. The Dominions at the time were Australia, Canada, New Zealand, Union of South Africa, India, Newfoundland, Irish Free State, (India including the present Pakistan and Bangladesh). The Air Navigation Act of 1936 provided for Limitation of Liability for damage caused by aircraft to third parties following the Rome Convention of 1933.

The Air Navigation Act 1920 The Paris Convention The war of 1914-1918 made the vital importance of the legal status of the air suddenly clear and, from their experience of aviation during the war, a number of States would accept nothing less than full sovereignty over the airspace above their territory and territorial waters. This doctrine was adopted as law in the Paris Convention on Air Navigation 1919. This Convention for the Regulation of Aerial Navigation as amended by protocols in 1922, 1923, 1929 and 1936 became the basis of the Law of the Air and remains part of the Law of the Air today as the Convention was reaffirmed in the Chicago Convention of 1944. The law also includes bilateral and plurilateral conventions supplementing or replacing the Conventions of 1919 and 1944 for certain States eg. the Convention on Commercial Aviation 1928 adopted by the 6th International American Conference. Where specific rules have not been laid down the law is customary International Law. It is important for us to realise that the Paris Convention had far reaching effects on the law of a number of States. In the interests of the safety of air navigation, these fundamental changes were accepted. Similar changes within the national systems would have taken up to a century to achieve, so there is obvious value in an International Convention of this kind. Before discussing the Paris Convention, we shall digress to take a look at how in some States the law was fundamentally changed by the Convention. This is important since the Draft Convention of Limitation of Controllers' Liability which was accepted in principle at the 16th Annual IFATCA Conference, if eventually accepted by the States, would mean similar fundamental changes in the law of many States. This is clear from the replies given to SC VII by a number of Member Associations who consulted legal opinion in their home States. The Members of SC VII believe that we have conclusive evidence that only a change at International level and the subsequent changes in national law will ever give the Controller a just position in law in accordance with his unique position in the World of today. So when national lawyers throw their hands up in horror at our attempts to gain fundamental changes and for many States even new law, we have already precedents for this type of change. Let us take the law of England as an example remembering at the same time that similar changes were necessary in the States of 21 of our present Member Associations, (albeit some did not exist as independent States in 1919) and to these we should add all the other States of the British Commonwealth plus the United States and Burma. Different fundamental changes were also necessary in the Roman Law States. Following the Paris Convention, aerial navigation, both by British nationals and by aliens, over the land and territorial waters of Great Britain and Northern Ireland was regulated by the Air Navigation Act 1920 and subsequent Orders in Council. The Act 22

Let us however examine part of the 1920 Act in more detail. Section 9 relates to actions for trespass or nuisance and rejects the literal application of the" cuius est solum eius est usque ad coelum et ad inferos" theory which had been a fundamental part of the Common Law of England for centuries. The act provided that no action for trespass or nuisance could lie 'by reason only of the flight of aircraft over any property at a height above the ground which, having regard to wind, weather, and all the circumstances of the case is reasonable'. Nevertheless, the Act also provided imposition on the owner of an aircraft of an 'absolute liability for any material damage caused to any person or property on land or water by the aircraft in flight, taking off or landing, or by any article falling from the aircraft, except where the damage was caused or contributed to by the person by whom it was suffered'. The theory of Statutory Liability on the owner of the aircraft was also thus established. Why was this a fundamental change? In Anglo-Saxon Law very little is codified. The day to day dealings of individuals covered by Civil Law are mainly concerned with two parts of the Common Law built up over centuries, namely the Law of Contracts and the Law of Torts. The province of Tort is to allocate responsibility for injurious conduct. In order for a case to fall under the Law of Torts there must be characteristics which distinguish the case from other branches of the Law. These are that a typical remedy for injurious conduct is an action for unliquidated damages (this is a historical distinction rather than a logical one), responsibility for the injurious conduct must not arise out of an agreement between the parties, liability is not based on unjust enrichment, the injurious conduct is regarded from the point of view of the person injured, not of society in general. Tort can be tied to other branches of the law eg. negligence of a doctor can also be breach of contract, assault may also be criminal, or there may be a quasi contract. Torts may against the person or against property and two of the main torts against property are trespass and nuisance, which, as we saw above, were suppressed by Act of Parliament in the case of air navigation. Trespass in any direct interference with the possession of land and is actionable without proof of special damage and independently of any intention to trespass. Continuing trespass gives a fresh cause of action from day to day and the party whose right is infringed may bring successive actions so long as the trespass continues. Trespass in the air is also actionable, but not against aircraft. There may be a case however against an aircraft owner if the height of the aircraft is unreasonable or if the aircraft is in breach of statutory regulations. In Wandsworth Board of Works v United Telephone Co. (1884), the occupiers were entitled to remove telegraph wires stretching across their land. In Kelsen v Imperial Tobacco Co. Ltd. (1957), an advertising sign projecting into airspace above a shop was held to be trespass.

Nuisance is unlawful interference with a person's use or enjoyment of land, or of some right over in connection with it. The occupier of property is entitled to a certain measure of freedom from damage to his property or interference with his health, comfort and convenient enjoyment of his property, by the entry upon or proximity to that property of noxious things such as smoke, smells, noise, vibration and damp. Thus at the time, to which we are referring, an action could be taken to restrain a neighbour from playing the piano, for loss caused by acid smuts from a depot, to prevent a factory making noise at night, to prevent the emission of pungent smells, for loss of vegetation caused by vapour from a works, among numerous other possibilities, but no action could be taken against aircraft owners. So the law of England, as of many other countries, was changed practically overnight by the ratification of the Paris Convention. The Convention was drawn up at the Peace Conference of 1919. It applies to peacetime only and the main provisions were as follows. (Note: Private aircraft are non-State aircraft). Every State has complete and exclusive sovereignty in the airspace above its territory and territorial waters. Each contracting party undertook to accord, in time of peace, freedom of innocent passage to the private aircraft of the other parties, so long as they complied with the rules of the Convention. Admission of such aircraft was without distinction of nationality. Rules concerning non-Contracting States were accepted by a number of Contracting States in a protocol in 1922. The contracting States reserved the right to prohibit all private flying over certain areas for military reasons or for public safety, the prohibition being irrespective of nationality. Aircraft had to be registered in the State where the owners were nationals. The nationality of the aircraft became that of the State of registration and each aircraft had to carry the sign of its nationality, registration marks and the name and residence of the owner when engaged in international flying. Every private aircraft engaged in International navigation had to carry a certificate of registration, a certificate of airworthiness, certificates of competency and licences for each member of the operating crew, a passenger list if necessary, bills of lading and manifest for cargo if any, log books, special licences for wireless equipment and wireless operators' licences, if such operators were carried. Such aircraft overflying a State had to follow the route prescribed by the State overflown and had to land, even against the will of the captain, if ordered to do so. The aircraft landing in another State had to land at appointed airports, if the receiving State so required, but every aerodrome in a contracting State, which was open to the public on payment of charges, had to be open to aircraft of all contracting States. Airways, when established, were subject to the consent of States overflown. Cabotage was reserved to aircraft of the territorial State, that is to say that the States reserved the right on carriage of persons and goods for hire between two points on its territory to its own aircraft. The rules for salvage of ships at sea were to apply equally to aircraft, and landing facilities were to be the same as for national aircraft especially in cases of distress. The States undertook to prosecute and punish all persons contravening the rules of the Convention. They retained the right to visit foreign aircraft and verify the documents on landing and departure. All undertook to ensure that aircraft overflying their territories and their own aircraft, wherever they were flying, would comply with the rules of navigation formulated under the Convention. All other suggestions on jurisdiction were rejected by the signatories and therefore all other subjects were thrown back on the general principles of International Law. State aircraft were subdivided into Military and non-Military. Military aircraft were those commanded by a person in military service detailed for the purpose. Military aircraft could not fly over or land in the territory of another contracting State without special permission, but once permission was granted they received the same privileges accorded to visiting foreign warships. An aircraft landing without permission received no privileges. Non-military

aircraft were those exclusively employed in State service by the posts, customs and police. These were treated as private aircraft but States had to draw up bilateral agreements as to when police or customs aircraft could cross frontiers.

The International Commission The Convention caused to be set up an International Commission for Air Navigation as a permanent commission under the direction of the League of Nations. The Commission consisted of two representatives (4 each) of the United States, France, Italy and Japan and one each from the United Kingdom, each of the British Dominions and India and one from each of the other Contracting States. The United States however did not adhere to the Convention. The principal duties of the Commission were to receive or make proposals for amending the Convention, to amend the technical annexes, to collect and disseminate information on air navigation, to publish air maps and to give opinions on questions submitted for examination. Among some of its major achievements were the introduction of rules on altimetry and the introduction, for wireless telegraphy, of the now famous "Q" Code which was based on questions and answers in the French language. The code was accepted world wide despite the large majority of English speaking nations. The Commission, provided it had the required majority, could amend annexes but could only recommend changes to the Convention. The Paris Convention had given the young aviation World a solid legal base on which to found the new form of International transport but there were many nonsignatories and provisions had to be made for them. In the next Article we shall look at some of these provisions as well as other aviation Conventions which came into being between the two World Wars. We shall also look at some of the problems arising from the Paris Convention. â&#x20AC;˘ For further study: The Law of Nations, Part v Para a. Brierly, O.U.P.; Oppenheim's International Law Part I Second Section Chapter IX, Lauterpacht, Longmans; International Law, Chap 3, Chambers, Sweet & Maxwell; The Law of Torts, Chaps. 4 and 9, Gifford, Sweet & Maxwell; The Law of the Air, Hazeltine: De jure belli ac pacis, Grotius; The Law of the Air, McNair; La responsabilite pour dommage cause par les aeronefs aux tiers a la surface, Kaftan: La navigazione aerea nel diritto inter nazionale generale, Guiliano; Der Begriff des ,freien Luftraums' im Volkerrecht, Bruns; Public International Air Transportation Law in a newÂˇ Era, Wassenbergh, Kluwer; The Right to Fly, B. Cheng, Grotius Transactions; The Lore of Flight, Tre Tryckare. (Note: the last mentioned contains contributions by the present author and by Gunnar Atterholm former Vice President of IFATCA).

Advanced ASDE Approved The Dept. of Transport has finally approved funds to develop an advanced all-weather surface detection radar. PATCO had requested an improved system for years, in the face of FAA's efforts to phase out ASDEs as an economy measure. The new "ASDE-3" would have greater ability to penetrate rain and present a clearer, sharper picture, according to its maker, Cardion Electronics Div .. General Signals Corp. PATCO had found that advanced radar surface detection used in the military service has already improved effectiveness even in heavy rain. The union has also called for installation of ASDE over the whole country. FAA presently limits it to 13 airports. It may be a coincidence. but it certainly seems strange that the equipment was finally funded just after the publicity of the Tenerife crash, which experts say might have been prevented had the tower been equipped with surface detection radar. PATCO Newsletter

The Sultan of Oman sat fuming in his private jet at Heathrow during the air traffic control dispute. His pilot, on being advised of a three-hour delay. radioed: "The Sultan wants to know how much for West Drayton?" (Richard Lay in the Daily Mail)

Ferranti simulators put years on your student Âˇ controllers

Our A TC training simulators give controllers the experience they need to do their job - before they start doing it. This is due to the detailed and comprehensive realism of Ferranti digital simulator systems. The trainee controller's radar displays are identical with those used operationally, and simulated RT and intercom are provided. With this equipment the trai~ee learns h_ow to cope . with aircraft identificat10n, separation, sequencmg, the allocation of levels, routing, stacking, and other problems. . . . Ferranti have studied air traffic control m depth ar.id have an understanding of current and future needs as realistic as the sim_ul~tors themselves. We know the economic importance of

handling heavy air traffic with minimum delays. It' s hardly surprising therefore that Ferranti ATC simulators have been chosen for the largest and smallest requirements and are currently in service or on order for London Heathrow, Amsterdam Schiphol, Rome Ciampino, Copenhagen Kastrup, Taiwan Taipei, Sydney Australia, and at the College of Air Traffic Control at Hurn. And a Ferranti simulator is used at the CAA ATC Evaluation Unit for their real time traffic control studies. Ferranti Limited, Digital Systems Division, Western Road, Bracknell, Berkshire, RG12 IRA. Telephone: 0344 3232. T elex: 84811 7.

FERRANTI

The real thing in simulation

Mobile Control Towers: Solution to the emergency ATC facility problem

by David B. Whitney Marketing Manager International Technical Products Corporation (ITP) Washington, D. C. A Corporation Member of IFATCA

ITP Mobile Control Tower with Generator.

. A" Traffic Control Towers have been priFor years, M ob1le 1r . . • • t d "th tactical military applications. Recently, man 1y assoc1a e w1 . .. .. d operational flex1b11ity of these systems h owever, t h e mobility an . . . d b many civi l aviation organizations as a h as b een recognize Y . . soluti on to the problem of providing an interim of temporary terminal air traffic control capability. . · the result of numerou s instances where Th .1s recogn1"t·ion 1 s . . · 1 airport · use, con t ro I facility was needed for 1mmed1ate .. a t ermina rt duration The most critical cases b u t on Iy f or a rel ative Iy Sho · . have been those where an ex isting control tower has been disabled by accident or natural disaster. A considerable app lication for mobile control towe_rs h~s .xe d wing · come from the heavy reliance on f 1 an d r otary wing a1rcraft during relief and rescue operations in the aftermath of floods , earthq uakes, and great storms. In nea_rly ev~ry c~se where _thes~ calamities occurred the re was an 1mmed1ate increase in air traffic flo w in the fo;m of national and international aid and relief flights. These c ritical air operations pose the sig nificant problem of controlling a mixture of helicopters, light aircraft, and heavy transport aircraft. Without a terminal control facility, aircraft movement into and out of the airport is a slow and inefficient process with an even greater threat to air traffic safety. The obvious effectiveness of mobile control towers is demonstrated by the fact that they are totally self-co ntained, carry their own primary power, and are capable of rapidly establishing facilities fo r air-to-ground and point-to- point communications. There are other instances where temporary or interim terminal ATC faci lities are required. Examples are the need to support a schedul ed increase in activity, such as an air show or other loca l events at an airfield which has no tower , or a temporary need for control facilities at an airport while mode rnization or refurb is hment of the local cont rol tower is underway. Mobile towers are also ideally suited to support ai r operations during the visits of heads-of-state or other dignitaries to remotely located airfields. Thu s far. you can see that a mobile control tower is a highly flex ibl e ATC system capable of rapid deployment which can be put in to operation, typ ically, in less than one hou r. The term " mobil e"' means just that : a complete ai r t raffic control tower capable of moving under its own power or being transported by cargo aircraft. railway flat car. barge. or ship.

An ITP mobile control tower consists of a cab mounted on a hydraulic elevating assembly which is installed on the chassis of a long-wheelbase truck. The vehicle may be a six-wheel or a ten-wheel truck, depending on its intended application. The elevati ng mechanism raises the cab to a height of app roximately twenty-five feet (7.62 meters), where it is secured for operation. In the raised position, the cab provides the controllers with a field of vision more than adequate for most medium density airports. The cab structure houses all communications, meteorological, electrical, and electronics subsystems necessary for the unit to function as a totally integrated, self-contained air traffic control tower. T he tower can be con figured with a wide variety of subsystems and equ ipment, depending on projected requirements. The approximate interior dimensions of the basic cab are 14.25 feet (4.34 meters) in length, 7.25 feet (2.09 meters) in width with a ceiling height of 6.85 feet (2.083 mete rs). Doub le-thick temperedglass windows provide a full 360° field of vision . A console assembly, installed along one of the cab walls will support up to three air traffic control operating positions. Typical controller positions are: Local Contro l/ Ground Control; Flight Data/ Clearance Delivery ; and Non-Radar Approach Contro l. Certain communications and electronic support equipment is also installed within the console assemb ly. Optional equipment for each controller position includes ~ pushbutton communications control and select module, a landli~e/interphone module and handset, a loudspeaker unit, and a microphone/ headset jack panel as well as flight strip trays. Typical air-to-ground communication equipment is si ngle-channel VHF and/or UHF. Up to ten such channe ls may be installed in the cab. Emergency backup equipment inc lu des multichannel transceivers operated from ind ependent battery power. All A/ G channels as well as the landl ine/ intercom network are controlled and switched through a solid-state comm unications switching system which allows each controller complete access to each chan nel and phone line. For point-to-point comm unications, the towers ca n be equipped with HF equipment. Antennas for the ai r-to-ground systems a re coaxi allymounted UHF and VHF dipole arrays. These co mpact , highg ai n antennas are quickly erected on the roof of the cab and are easily sto red for transport. Communications system options include a multichannel ATC voice recorder used for recording all rad io transmi ssions and intercom conversations. Local weather information is provided by e ither an analog or a digital meteo rological system. Both systems include the senso rs and display for wind speed and direction, temperature , pressure, and dewpoint. In terior lighting consists of variab le-intens ity overhead lights and for nighttime operation, in dividual des k lamps at each controller position. The cab exterior is fitted with either st robe lights o r a rotating airport beacon and the required obstruction lights. A signal-light gun is located near the center of the co ntrol tower console for easy access from all three contro ll er positions. Emergency NAVAIDS or ATC systems such as a low power, No n-Directional Beacon (NOB) or a UHF1VHF Direct io n Finder (OF) are ava il able for incorporati on in the basic tower. Monitor, control , and operation of these systems can be performed from within the tower cab.

The ability to maintain operation al capability in a wide range of envi ronmental conditions is assu red by air conditioning and heating systems installed in the cab. These environmental control systems are located in an insulated, soundproofed enclosure isolated from the cab inte rior. A system of air ducts and air diffusers provides uniform d ist ribution and circulation of the ai r with in the cab. Th is network is also designed to eliminate conditions of frosting or fogging of the glass panes. The environmental cont rol system is designed to maintain interior temperatures between 72° F and 80° F, w hen outside temperatures range between - 40° F to + 115° F at 100 D/o relative humidity.

..,

Ancillary equipment provided for the tower includes jacks and wheel s to support the cab when it is dismounted from the tru ck, slings and tie-down for helicopter transport or for lifting by c rane, and stairs for use when the cab is in its fully elevated position. The use of the basic cab structure and equipment dictates that the ove rall system is both rugged and lightweight. To meet these c riteria, a proven design utilizing alum inium ex trusion structu ral members and aluminium interio r and exterior skins w ith laminated

- Ji'

· ·~ .

Other operator amenities include controller chairs , headsets, microphones, binoculars, a first aid kit, a fire extinguisher, a digital clock, and a refrigerator. The towe r will operate from local power sources, typi cally 220 V, 50/60 Hz, however, the system can be equipped to operate with other voltages and frequencies as necessary. Emergency power is provided by an on-board Auxiliary Power Un it (APU) designed to su pply power for all critical equipment and systems. This unit enables the towe r to remain fully operational in the event of a local power fai lure. When a mobile towe r is used in areas with inoperative o r insufficient local primary power, dual diesel generators are available. These generator sets, equipped w ith automatic start-up and load transfer, are designed to operate on-line/standby. They are complete with fuel tanks, transfer panels, and storage, all mounted on a to ur-wheel trai ler w hich is towed behind the truck and tower cab.

...

ITP Mobile Control Tower Cab featuring Consoles and Communication panels.

po lystyrene stryrofoam insulation has been employed. T his concept provides a highly effective combination of structural integrity, sound and thermal insulation, a reduced unit weight, and an equally impo rtant cost-effectiveness. Today, mobile control towers are no longer considered as costly items beyond the reach of most organizations responsible fo r air traffic cont rol operations. ITP Mobile control tower systems have gained a rapidly growing acceptance th roughout the world in locations such as Venezuela, Yugoslavia, Kuwa it, Iran and the Phillippi nes. They have been accepted as highly flexible, very effic ient air traffic control fac ilities wh ich can more than repay their initial cost by providing complete tower capabi lities when they are most needed. A basic mobile control tower usually can be less costly than a comparably equipped low-density f ixed tower cab. •

ATC at Nagasaki Airport, Japan

by Senhachiro Hayashi and Rick Nakatsuji, JATCA

Construction Nagasa ki Airport is situated about 40 km (25 NM) from Nagasaki, a c ity of northwestern Kyushu, Japan . It is Japan's first airport const ructed in the sea, replacing the ex-Omura Airport, which , ti ll then, served nearly 20 years as a gateway to northwestern Kyu shu. The new a irport cons ists of a pa rt of the exOmura Airport, and the newly constructed installations, in c luding th e ru nway and control tower, on the reclaimed land in the Bay of Omura. To meet the recent increase of tourists to the sightsee ing resorts of northwestern Kyushu, it was urgently necessary tor th e ex-Omura Ai rport to be modernized, so that it was able to serve large jet aircraft. But t he hilly land lying to the south , constituting obstructions to an IFR let down. made the modernization of the ex-Omura Airport unpractical. N umbers of sites were proposed for a new airport to suceed the ex-Omura Airport, but hills and mountains in the vicinities of those sites did not satisfy the IFR criteria. The local authorities considered the construction of the new airport in the Bay of Omura, where it was possible to secure sufficient terrain clearance.

Nagasaki Control Tower (height 42 m) with Fire Evacuation Training in progress.

There was a small island in the Bay called Mishima. Th is island was chosen as the site of the new airport. Located about 2 km (1.25 NM) west of the ex-Omura Ai rport. Mishima Island covered an area of approx imately 860.000 square meters (33.2 square miles) . The re were 66 islanders in 13 families living there. but they all left before the construction work started. First. a bridge was built between Mishima and the main land. Then the island was levelled. Mishima Island itself was a small mountain, protruding above the surface of the sea, with its highest peak reaching a height of almost 100 m (330 ft) By the use of high eff1-

ciency land-scraping machines it was transformed into a very spacious flat mound, the elevation of which only being 4.5 m (15 ft), or less. Surplus earth, sand and rocks were used for reclamation of the foreshore on the east coast of the is land. On the reclaimed land, a runway was constructed, also a control tower, a terminal bui lding , and other installations. The name of Nagasaki Airport was given to these installations plus the old manoeuvering area of the ex-Omura Airport. The runway on the main land was designated as "A" Runway, and the new one on the island as " B" Runway. Elevated to the height of 42 m (140 ft) above the ground, the new tower cab, commanding an extensive view of the coast of the main land, controls not only traffic using the "B" Runway, but also the traffic for the " A " Runway. The latter is used mainly by light aircraft of the Self Defence Force, while the "B" Runway is used by airline traffic, mostly jet aircraft. There are more than 20 scheduled fl ights per day into Nagasaki Airport using the "B" Runway. Located about 1 km (0.7 NM) offshore, "B" Runway is al igned northwest-southeast, almost in parallel with the coast line of the ma in land. The Bay of Omura is deeply landlocked. The distance from the northwest end of " B" Runway to the opposite coast is about 20 km (12.5 NM); and the distance from the southeast end to the opposite coast is about 10 km (6.25 NM). With " B" Runway thus iso lated from the res id ent area of the main land, Nagasaki Airport is completely free from restrictions imposed by noise nui sance of jet aircraft.

The Tower cab provides for standard working positions plus a second l ocal controller in char ge for landing and departing traffic of the ex-Omura runway and the Sea-lanes between the main land and the island.

Operations With the establish ment of the Approach Co ntrol Area at Nagasaki Airport an Approach Control and Termin al Radar Control Service (Discrete SSR Code : Mode A 3 Code 0600) for Nagasaki went into operation on 1st May 1976. RVR equipment was commiss ioned o n 1st June 1976. Operation hours are from 0730 JST to 2030 JST. There are 20 controlle rs in cluding the ch ief controller. From the licensed controllers are: 16 with Radar, 17 with Approach Control, 17 w ith Airport Tower, 3 with GCA and 6 with Enroute Control.

View from the Nagasaki Tower towards part of the manoeuvering a r ea and the impressive station i dentification display.

One of the special ATC problems is the Local Control Position . The person working there must strain every nerve since the Local Controller is responsible not on ly for the "A" Runway (exOmura Airport) and "B" Runway (new Airport), but also for the Sealane in between A RWY and B RWY. Those t raffic patte rns overlap one another. Thus, to relieve the workload imposed on the Local Controller, Local Control No. 2 may be assigned during peak traffic hours. There are various types of ai rcraft from scheduled jets (DC-9, B-727, B-737, L-1011 , etc.), to conventional YS- 11 and station aircraft such as C-172, C-150, FA200, C-206 and C-4028. Recently the Japan Navy HSS-2 was added. Other reg ular visitors are flight check and civil training fl ights such as JAL B-747 and DC-8. Nagasaki and its environment boast a large number of tourist attrac tions and scenic spots because of t heir rugged topography. About 75 % of the country is classed as mounta inous and only 16 O/o of the area is und er cultivat ion, the island of Kyushu on which Nagasaki is situated is less densely popu lated and less industrialized that the main island Honshu, on which you find the To kyo and Osaka International Airports. Not only because of this, but because Nagasaki is an off-sho re airport which is completely free from the restric tions imposed by aircraft noise nuisance, it is possible to improve the avail able aviation facilities in the future. Local government authorities want to improve and enlarge the airport install ations to th e West Air Terminus of J apan, sec uring perfect harmony between the ever-in creasin g demands of the travelling public and the needs of residents near ai rport fac ilities for peace and quietness, and are equally desirous of its being designated as an International Airport in t he foreseeab le future.

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Basically the appl ied OJT training is divided into two periods: first six months for Airport Control and then another six months for Term inal Radar, usually after successful completion of trainin g at the Aeronautical Safety Co llege. The fo ll owing are the latest monthly traffic amounts: IFR Jan.

1977

Feb. 1977 Mar. 1977 Apr. 1977 May 1977 J un. 1977 28

1.385 1.136 1.362 1.177 1.478 1.344

VFR 3.146 2.588 2.918 2.574 2.952 2.472

T OTAL 4.531 3.724 4.280 3.751 4.430 3.816

The Radar room housing Approach Contro l to hand le all Nagasaki arriva ls and departu res. A depar tu re and inbound c ontroller are seen together with a c oordi nator (in the ce nter position) .

Congratulations! 50th Anniversary of

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VARIG

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Brazilian Airlines 1927-1977

Your Partner in Air Transport by Horst Guddat

Where it all Started Imagine a country like Brazil in the early Twenties. Rich in many ways, however, not very much of an economical structure. The development of trade and industry severely hampered by difficult and dangerous surface travel. The fact that there were no adequate air or surface transportation systems existing at the time meant a great handicap in the exploitation and use of the various sources and possibilities of the country. Proper communication and quick on t he spot action, decision making on visualizing the project - the standard practise of to-days' jet age - in most instances were not possible. Europeans travelling or migrating to South America in those days might have seen a lot of possibilities how to improve the situation. Surely many of these pioneers realised their ideas, helping to develop and industrialize the country, often making a fortune on thei r own. All Latin American countries have their great nam es and big families that through their knowledge, energy, investment and spirit have set milestones in the history of th eir country, o ne way or the other. The development of Civil Air Tran sport in Brazil to a great extent is the merit of Otto Ernst Meyer, an ex-officer of the German Air Force. When he came to Brazil in 1921 as a business man and specialist of the textile industry it didn't take him very long to identify some of the problems existing in th e country. Transportation, communication, and the time factor involved. Although Otto E. Meyer in the beginning didn't find very many supporters for his idea to establish air links between some of th e centres and capitals of the rapidly developing Brazil - two attempts to found an airline failed completely he contin ued persistently to realise his plans. With energy, discipline and convincing st rategy he finally managed to establish the financial background necessary for the operation of an ai rline.

VARIG on the Go Porto Alegre, capital of the Brazilian State of Rio Grande do Sul, saw quite a lot of activities towards the foundation of t he company "Viacao Aerea Rio-G randense", although plenty of people either didn 't notice what was going on or were just sceptical about air transport in general. In Novem ber 1926 Otto E. Meyer went back to Germany to look for suitable aircraft, material and personnel. Under the circum stances the most s uitable aircraft seemed to be the Dornier " Wal " Flying Boat. In a co untry lacking adequate roads you could not expect su itable landing sites for airplanes. However, a great selection of water lanes invited seaplane operations. Consequently the Dornier Do-GS 2 "Wal" named 'Atlantico' was purchased and registered under P-BAAA to be VARIG's first airplane and the first c ivil aircraft to be registered in Brazil. This

Beginning with the Dornier Wal 'Atlantico' and the routes in the center left, and where VARI G stands at present: A OC-10/30 at the top of the current route system.

twin engined flying boat developed a speed of 180 km/ h and could carry 9 passengers plus 3 crew over a d istance of about 600 kilometers. After several demonstration flights originating from the Bay of Guanabara and some test landings at various prospective landing sites VARIG went into official operation on 2 February 1927. The Constitutional Meeting of shareholders on 7 May 1927 establi shed the legal grounds for the operation of the Company. Otto E. Meyer was elected President, supported by his enthusiastic young secretary and first employee of VARIG, Sr. Ruben Martin Berta. The German crew of the 'Atlantico', originally leased together with the aircraft from the Kondor-Syndicate of Berlin, joined the ranks of VARIG as members of the Executive Board. The following years saw the pioneers in full swing. Regular air transport services were first established between Porto Alegre, Pelotas and Rio Grande, and extended soon to almost all major places in the State of Rio Grande do Sul. More airplanes joined the service and as aviation progressed in the country, landing strips were prepared to accomodate land planes. In the Thirties VAR IG began to operate Junkers F-13 and A-50, Fiat G-2, De Havilland 89-A 'Dragon ' and Junkers Ju-52. When Ruben Berta took over presidency from the retiring Otto E. Meyer in 1941 the airl in e had taken the first hurdles and set up a reputation that encouraged the new president to realise his plans for further expansion. In 1942 Montevideo and Buenos Ai res saw the first regular VARIG services, shortly thereafter Sao Paulo and Rio de Janeiro followed, and by the end of World War II all important Brazilian c ities were served by the airline. All important steps in the development of VARIG were accomplished thanks to the enthusiasm, motivation and efficiency of their personnel. President Berta therefore found it apt at the tim e to thank his faithful and reliab le fellow pioneers by announcing and obtaining approval from the Shareholder Conference to estab lish a Foundation in favour of the VARIG personnel. This foundation, which was later on named after him. guarantees all kind of support to VARIG employees. A social security plan. revolutionary in those days, that covers free medical and dental treat29

A Messerschmitt M 20 in use with VARIG over a short period during the early days.

ment, low cost meals, recreation schemes in two recreation centres, financ ial support to meet sudden hardships, credits and other social benefits. All employees were upgraded to members of the foundation , to members and shareholders of the Company. Consequently the effort and work power invested into the Company was turned into an investment of their own, thus increasing motivation, efficiency and quality of the service. The strong inner stability and power were instrumental to expand considerably the influence and service net of VARJG in the early Fifties. With an immense effort and the purchase of Dougl as DC-3, Curtiss C-46, Convair 240 and later th e DC-6 and Lockheed Super-Constellations, international routes were inaugurated, e. g. to New York in July 1955. Instead of nine passengers in 1927 the airplanes of the Fifties already could carry between 30 and 90 passengers. New dimensions in passenger transport and service, which capably were mastered by the exc ellent perfo rmance of the cabin crews and ground staff. A leading position was established and mai ntained on the strongly competitive New York route, even to the present time. This the author wholeheartedly can testify after flying th is important and historical route some two years ago. From Rio v ia Manaus and Caracas he was enjoying the outstanding service, spiced with a touch of individual treatment onboard a VARIG plane. He also was impressed ; a_ nd this i~ what I consider utterly important and worth menionmg. - with the skill and performance of the cockpit crew. Never in his life he will forget the approaches into Manaus and Caracas (see THE CONTROLLER August 75) during night time. Fog patches, poor visibility, few and unreliable landing aids and oth erT aw~w.ard circ umstances, like communication difficulties 0 etc: . sit in _the cockpit with the knowledge of an insider and noticing the aircraft descend into wh t .t k d . a 1 1oo e to me - dark ~ncertainty , created some strange and uncomfortable feel ings • in the stomach area, from which J was pa t l d . r Y re 11eve only after so me runway lights (not all of them were w k" ) · . , or mg came into sight at 10 o clock, half a mile. Pilot-in-Command c t H ·it · I · ·t· d h . • P . am1 o n, quick y in1 1ate t e r_equ 1 re~ co rrec~ive action and ably man aged to make a safe land ing. With growing co nfidence 1 survived the next land ing at the equally diffic ult airpo rt of Caracas-Maiquetia, and I wo uld vo lunteer to exper ien ce many more landings on board VA RI G pla nes. An excellent safety record proves the effic iency and reliability of the VARIG teams.

VARIG goes faster - The Jets With th e purchase of Aero Geral and Cons6rc io Real Ae rovias, two smaller Brazilian Airlines, t he Compa ny's service net ex pe rienced another not iceable ex pans io n. Th rough th e latter transaction landin g rig hts fo r Bogota, Lima, Los A ngeles, Mex ico, Miami and so me other places in the Caribbean were obta ined. This mea nt 4 times more flying kilomete rs on internatio nal and 30

double on domestic routes. In 1957, as a consequence of developments, the Company entered the Jet era with some Sud Aviation Caravelle Jets, and in 1960 the first Boeing 707s went into service with VARJG. Some of them are still in operation to day. Three Convair 990s Coronado extended the jet fleet in 1961. Another big milestone in the history of the Company was the year 1965 when Panair do Brasil, another private owned international air carrier of Brazil, ceased its operation and the Government approached VARJG to take over the European market and rights of the defunct Panair. At rather short notice VARIG had to cope and set up the European services. Flights to Lisboa, Madrid, Paris, London, Frankfurt and Zurich were included in the VARIG timetable, gradually increasing to the present flight schedules that encompass 35 international and 38 domestic routes, and calls 29 cities in 4 continents plus 63 airports in Brazil. Quite a progress when you compare the first year of VARIG operation with the fast available figures. Jn 1927 on 85 flights with a total of 217 flying hours 652 passengers were carried over a route of 270 kilometers. In 1976 the number of flights reached the fantastic figure of 41.629, with some 130.025 flying hours, and a total of 3.278.248 passengers carried on a route system of 225.203 kilometers. The present fleet of 4 Douglas DC-10 wide-body jets, 16 Boeing 707, nine Boeing 727, ten Boeing 737 " Super Advanced" and 12 Electra II Turboprop aircraft has a remarkable flying record. The above airplanes are almost constantly on the move, night and day, the average hours of operation (off block times) are as follows: DC-10/30 - 9,01 hrs., B 707 - 11 ,51 hrs., B 727 - 8,98 hrs., B 737 - 7,60 hrs. and Electra - 6,49 hours per day. Achieving these excellent resu lts mainly was the merit of the third president of VARIG, Sr. Erik de Carvalho, who after the sudden death of Ruben Berta, took over the reigns in 1966. Consolidated and expanded services, streamlining the structure of the Company, keeping pace with modern technology and meeting .requirements of a hard and pitiless competition are contributing factors in his formula of success.

The VARIG Family It was the realisation that only through outstanding services to the customer, efficient and cost saving operations, and th~ recognition of individual contributions the biggest South Amelrdi. t e operators in the wor t • can airline and one of the greatest pnva

could mai~tain a to p position in the field of civil air ~ranspor · "ble way at all times was To service the customer in the best poss i : h "ded nd accordingly t ey gu1 d the endeavour of the VARIG lea ers a . d b" crews tech, . . f cockpit an ea in their personnel. Proper training 0 f as a challenge nical and admini strative personnel, there ore w since the early days of the Company. Already in 1936 their own Flying Sc h 0 ol was opened, in 1952 a new Aeronautical School took over, a nd here till the present da s cock it and cabin crews a re trained acco rding to the latest most Pmodern training methods. Altogether VAR IG operates now 3 training cente rs. Fl ight simul ators for all current VA_RJG planes, plus computer aided training programmes. for the various areas of airlin e activity are tools to achieve the high standard of knowledge and effic iency of the 15.025 members of the "Family". Amo ng these VARIG employees are 41 7 captains (41 on DC-10), 297 flight engineers, 22 navigators, 452 stewardesses and 765 steward s. The company truly can be proud of the effectiveness of th eir flight crews. Six of their captain s have the rem arkable record of more than 25.000 flying hours. At the top cpt. Silvio R. Lima with over 27.300 hours in the cockpit of various types of aircraft. This record surely was very mu ch d ependent upon skillful background work o n the part of many anonym ous em ployees.

an~

Mention should be made of th e mainte nance gro up. Th e three maintenance centers at Porto A leg re, Sao Paulo and Rio de J aneiro are part of the biggest Lati n Ameri can maintenanc e system. A ll VAR IG ai rc raft are serviced here. The good reputation even motivated othe r companies to sig n maintenance co ntracts with

The Jun kers F-13, standard transport plane of VARIG in the late Twenties, served the Company for about 5 years.

The Boeing 707, standar d long range transport plane of today. In service with VARIG n ow si nce mor e than 15 years.

VARIG. Permanent study groups give input to most modern and effic ient repair, servicing and routine control methods. Technical, adm ini strative and training problems are solved through direct coordination b etween the departments concerned. That's the normal way, you probably will say. But you have to know the Latin American menta lity to appreciate if it really works. A company owned telecommunication system with over 300 facilities including lntersat, a Satellite communication system to the USA and other countries, guarantee quick and reli able connections to VARIG o ffices all over the globe (106 abroad , 127 in Brazil). A main element of the world w ide communication is the booking system. W ithin 3 seconds b oo kings for any of the various VARIG services (air transport, hotel reservation, car rental, excursions, etc.) can b e co nfirmed via Satellite link to the System Ce ntre based in At lanta, USA. Several Video T erminals are connected to the Sub-Centres in New York (contro lling operation s in the USA and Far East) and in Li sboa, Portugal (controlling Europe and South America). By th e en d of 1977 it is hoped that VARIG will have expanded its com muni cation links to the extent that the Company wi ll be ab le to operate one of the world 's greatest automa ted reservation systems. Thus the Company will have th e

chance to manifest the already high pos ition among world airlines. From the cost/benefit point of view VARIG holds the second position among the 11 b igg est a ll America n airlines . T his remarkable success mainly has its so urce in the attitude of members of the " Family" towards their emp loyer. It is an acknowledged rule that the quality of a product is very m uch dependant upon the worki ng morale, job satisfaction and recognition of the individual worker or employee respectively. It has to be recognized that VAR IG has accepted to offer good wo rking conditions, protection, social benefits and shares of the increas ing profit to its membe rs. T rue motivations to make everybody wo rk as careful as possible to achieve a good result. In addition everybody in the Company has helped to advertise for a developing country, has raised the sympathy and understand ing for Brazil and contributed to more intense relations, business or private, between va rious cou ntries and the homeland of VAR IG. The "Fami ly" will certainly ma ke its way into th e futu re. VAR IG and CRUZEIRO, th at joined th e fou ndation recently, are on the right course in serving the fl yi ng public, an d motivating their emp loyees. â&#x20AC;˘

What is Job Satisfaction? by V. D. Hopkin

Introduction Although the j ob satisfactio n of air traffic controllers has not yet b een w id ely studied, its importance h as been recognised for som e tim e, and it is li kely to rouse much more interest and debate in th e future. J ob sat isfactio n h as been the subject of extensive research in o th er co ntexts, and books and articles have been w ritten abo ut it (Weir, 1976 ; Barth, 1976). Uni que as th e profession o f air traffic control is, there is no reaso n to suppose that controll ers differ so mu ch from everyone else that general findings on the causes of job satisfaction have no relevance to them. The purpose of this article is t herefore to outlin e some concl usions about j ob satisfact ion i n other contexts whi ch may remain tru e fo r air traffic contro ll ers, and to note some of the human factors prob lems that arise while trying to en sure that the air t raffic control ler's job provides him with j ob satisfaction. There are many th eories of job satisfaction : over the years, many influ ences have been c laimed to affect it. The consensus of evidence is that sat isfaction must come mainly from the work itself. Condition s of employment are more likely to be a sou rce of complai nt when they are cons idered to b e unacceptable th an a source of pos itive satisfaction when they are seen as reasonable. In this sense, satisfaction and di ssatisfaction are not true opposites. It is possible at the same time to b e high ly satisfied with the work itself, yet most dissat isfied w ith the conditions under which it has to be done.

Job Satisfaction and Efficiency It is normally assumed , as a matter of c ommon sense, that people who are satisfied with t hei r wor k are more efficient at it. Evid ence to suppo r t this assumption is sparse. In most contexts where it has been tested , little or no relation ship between the quality of the work don e and the exp ressed satisfact ion of those doi ng it has been found. An importan t consequence is that the main reason for tryi ng to provide positive j ob satisfaction in w ork, as distinct from resolv ing complaints, is not that measurable improvements in safety, in effic iency, or in smoothn ess wi ll acc rue. Although there is no p roof about this in air traffic control. the general evidence seems to be that the quality of th e air traffic control service provided is not sig nificantly worse among those controllers who are most dissatisfied with their work cond it ions, whether th is judgement is made about individuals or wh ether it is made about air t raffic contro l condit ions of employment in various nations. The professional control ler's pride in what he does, and the standards of his profession, make him mai ntain his high stand ards as far as the equipment allows, even if he view s his conditions of employment as disg raceful. I n other words. the user of th e service does not suffer if the controll er lacks job sat isfaction . 31

The benefits of trying to provide job satisfaction are of a different kind. There is the humanitarian view that as far as possible people should enjoy and be fulfilled by the work which they have to do. There is also the view that controllers who are satisfied will encourage others of ability to join their profession, will not cause recruitment and training problems by leaving their profession, will be keen to ensure that the high standards of their profession continue to be upheld, and will want the satisfaction which they gain from their work to be passed on to newcomers to the profession. Perhaps it is partly because job satisfaction is not readily reflected in the efficiency of the air traffic control service, that proposed system changes to air traffic control may fail to take into account the possible consequences for job satisfaction. It Is not that those who plan future air traffic control systems do not care whether the job is satisfying or not, but simply an unawareness that changes introduced in the interests of system efficiency may have unplanned and unforeseen effects on job satisfaction. This fact is now becoming more widely recognised. One reason is that, in the past, some controllers have found certain proposed aids unacceptable, not because they seemed unsafe or inefficient but because they would reduce responsibilities, lead to fewer opportunities to adopt flexible or innovative solutions to problems, reduce the interest of the job, or otherwise affect the satisfaction of the man doing it. Occasionally the adverse effects on job satisfaction of a proposed system change may be sufficient to override other potential benefits from it. Some of the ways in which the job affects satisfaction can be changed greatly by the progressive automation of equipment. Such sources of satisfaction include the fact that the job is interesting, that it provides some challenge and effort, that it keeps the man busy without being too busy and prevents boredom, that it uses the professional skills which he possesses in ways which are innovative, that it allows him to be actively in control at all times, and that it employs the human capabilities for flexibility of behaviour within standard rules and procedures.

The factor of pay is generally considered to be a source of dissatisfaction when It is viewed as inadequate rather than a source of positive satisfaction when it is seen as reasonable. Efforts to improve pay may therefore be more effective in quelling dissatisfaction than in generating positive job satisfaction. Similar considerations apply to further factors commonly thought of as affecting job satisfaction. These include conditions of service, shift work, total hours of work per week, amount and distribution of leave, and retirement age. They also include the general quality of management, and the extent to which controllers have a voice in management decisions. Among controllers, the commonest adverse criticisms about their job refer to such factors which are not intrinsic to the work of controlling air traffic but which deal with the conditions under which the job has to be done. These factors were reviewed a few years ago in an International Labour Office report on conditions of employment among air traffic controllers (Anon, 1972). It is not contended that such factors are unimportant. Obviously they are important: they are often a main concern of controllers insofar as they are seen to be amenable to change, whereas the flow of air traffic is not. However it is useful to draw this distinction between the sources of satisfaction and those of dissatisfaction, which can be quite different. Efforts to improve conditions of employment will not necessarily add to the satisfaction which the controller gets from doing his job well. Rather they will answer criticisms which arise if the controller feels that his professional skills, abilities and responsibilities have been Insufficiently recognised.

Job Satisfaction and Air Safety

The connection between these criticisms and air safety can be a very difficult topic to examine. On the whole there is little evidence of any close connection, and indeed none would be expected, among professional people who put their professional pride and standards above everything else. It would be anticipated that quarrels with management, for example, are not direcUy Job Satisfaction and Pay reflected in reduced standards of air safety, any more than in the medical profession quarrels with conditions of employment would In addition to the usually false assumption of a close connection between efficiency and job satisfaction at work, there is a be expected to be reflected in poorer standards of care for patients. One of the marks of air traffic control which distinguishes further assumption about job satisfaction which also has little it as a profession, is that adverse conditions of employment are evidence to support it. Normally it is taken as axiomatic that one not allowed to interfere directly with the quality of the work. This way to improve job satisfaction is to pay people more. While this leads to a dilemma: because job dissatisfaction, associated with may be true where people are at or near subsistence levels so conditions of employment, is not revealed in any obvious way .in that an increase in pay gives them more of the necessities of l'f . a deterioration of service, therefore it is difficult to use potential .1:· or if they do a dull job which cannot be inherently satisfying it is much less true among professionally qualified people whos~ reductions in the quality of the air traffic control service or potenstandard of r · tial reductions in standards of safety as a valid argument to ivmg enables them generally to afford a few luxuries and whose pay is not · 1 • • • of r . b simp Y and md1cat1on of a higher standard . achieve improvements in conditions of service. . d 1v1dng ut. also of their status. In this context pay has to be Similar considerations apply to other factors such as retireJU ge not simply in te f ' . f a controller whose . 'd t rms 0 the absolute amount of money which h t ment age. The professional colleagues 0 is pa1 o controllers but I · . efficiency is thought to be past his best will try to ensure t a whether their pay is fair ~ so m relation to judgments about not adversely affect an reasonable for the job This entails . the reduced level of his performance d oes various external comparisons one of h" h · f" t I It . . .. ' w 1c concerns the pay the quality or safety of the air traf 1c con ro · is a matter of proand cond1t1ons of controllers doing substant· 11 th . fessional pride among controllers that the user should not. suffer . ia Y e same Job in ot her countries. Another comparison is with .. from any deficiencies in the system not of his own making. It . pay and cond1t1ons of pilots and of others whom the controller see h . . follows, however, that when it comes to obtaining evidence . .. s as s armg his respons1b11lty for the safety of airline passengers A f rth whether to justify an earlier retirement age, to improve pay or . · u er comparison concerns other professions which can be t a ken as a conditions of service, to change work/rest cycles, to cut total standard of reference insofar as the entry requirements are equihours of work, to gain more participation by workers in managevalent, the c~reer prospects similar, and the status of the job in ment decisions, or indeed for any other purpose of this kind - it the community broadly comparable. It is possible for some conis not possible to call upon direct evidence from the user of trollers who are much better paid than their fellow controllers in associated improvements in the quality or safety of the air traffic other countries nevertheless to believe that they are poorly paid control service, or direct evidence from the controller that the because of comparisons they make with airline pilots or with work is more satisfying. What will happen if these claims for imother professions. If a list of the professions with pay and conprovements are met is that the source of dissatisfaction, associaditions similar to those of the controller is compiled for various ted with conditions of employment, will disappear, morale may countries. the other professions which appear in the list differ improve, and the attitude of the controller towards his profesgreatly between countries, reflecting the fact that the status of sion, its management and his working conditions may benefit. air traffic control as a profession is far from uniform throughout This may in turn assist recruitment, training and retention of controllers. But the job satisfaction comes from the work itself. the world.

17th ANNUAL CONFERENCE International Federation of Air Traffic Controllers Associations Copenhagen, Denmark, 23-27 April 1978 IFATCA '78 K0BENHAVN General Information Location: Hotel Scandinavia Official Language: English Registration Fee: Dkr. 250.Accompanying Persons: Dkr. 150.Ladies Programme: A Ladies Program me giving general impressions of Copenhagen and su rroundings wi ll be arranged. Travel: Negotiations are in progress w ith the National Air Carrier for special air fare reductions. Furth er details will be supplied in the final announcement. Copenhagen, the picturesque Nyhavn.

Secretariat: IF A TC A '78 Organ isi ng Comm ittee c/o Dansk Flyvelederfo rening Mag lebylille DK-2770 KASTRUP Denmark

Provisional Timetable Sunday 23 April 1978 1300-2000 1900-2300

Registration Refreshments Meet the Delegates

Tuesday 25 April 1978 0900-1200 1230-1330 1330-1530 1540-1 830 1930-2130

Working Sessions Lunch Working Sessions Technical Panel Reception by the City of Copenhagen

Wednesday 26 April 1978 0900-1200 1230-1330 1330-1800 1400-

Working Sessions Lunch Working Sessions Ladies Panel

Thursday 27 April 1978 Monday 24 April 1978 0900- 1200 0900-1030 1050-1200 1230- 1400 1400- 1800

Registration Opening Ceremony Working Sessions Lunch Working Sessions

0845- 1245 1300-1400 1400-1500

1900

Working Sessions Lunch Working Sessions Final Plenary Session Closure of Conference Farewell Party 33

The Fulfilment of Aspirations The findings about job satisfaction present a complex picture. Factors known to be important are how far the individual controller's own expectations about his job have been realised, and how big the discrepancy is between the job as it really is and the job as he originally expected it would be. Sometimes_ of course there may be an unbridgeable gap between expectations and their fulfilment: if an individual controller's expectations are so unrealistically high that they could never be fully realised he may fail to attain satisfaction fully from the job no matter what changes are made in it or what challenges it offers. On the other hand, an older controller nearing retirement age may have no further ambitions and find that his wealth of experience is sufficient for him to cope with his job satisfactorily, particularly if traffic demands are not heavy. For him, there may be no gap between his expectations and their fulfilment, so that in general he is contented with his work and is not constantly striving for improvements which may or may not be feasible. Between these extremes are many controllers who originally embarked on their chosen profession of air traffic control with hopes and ambitions that they would contribute in a major way to its advancement, and have gradually come to realise and accept that these ambitions are not going to be fulfilled and were probably unrealistic from the outset. Whether they still find the job satisfying will depend on how easily they have become reconciled to setting their sights and ambitions somewhat lower than they originally did. In addition to these individual beliefs about the discrepancy between expectations and their fulfilment, there is a more general factor which concerns the manner and extent of the changes which controllers expect their job to undergo in the future, assuming that they continue to do the same job for some time. By assessing this, they can gauge how satisfying they expect the work will become and whether envisaged changes, for example in facilities provided, in computer assistance, in procedures and responsibilities, or in traffic mix and density, will add to their satisfaction or not. In making such assessments controllers take into account (probably without explicitly formulating them) various factors which are sources of satisfaction in their present job and which would be sources of satisfaction in future work if they could be provided. It should be emphasised that the expectations which affect job satisfaction are mainly those which relate to the nature of the work itself and the facilities provided to do it.

Computer Assistance and Job Satisfaction The importance of the relationship between computer assistance in air traffic control and job satisfaction comes not only from the consequent changes in the nature of the work but also from the associated changes in aspirations and expectations which go with automation. In this context, the form which the automation takes appears to be crucial. The first and simplest forms of computer assistance in air traffic control concern the gathering, storage, collation, updating and presentation of data, and their implications for job satisfaction may be fairly small but are generally positive because they take away from the controller certain routine functions but do not impinge much on his control tasks or on his responsibilities. This form of computer assistance is generally acceptable and usually positively welcomed as being of real help. It can also reduce dissatisfaction by demonstrating a willingness on the part of planners to improve the efficiency and safety of air traffic control, by financing and proving such automated aids and bringing them into service. The complexity of information which is fed into a modern air traffic control system handling heavy commercial traffic requires computer methods to deal with it. Once these methods have been introduced, the tendency is to extend their usage, so that the computer does not merely store and present information but also condenses and evaluates it. These processes are essential because there is too much information to be presented to the man, or assimilated by him within the time available. Thus in the air

traffic control system more equipment and processes gradually intervene between the man and what he is actually doing. This is in the interests of maintaining system capacity, and as such is often essential. Progressive changes are introduced whereby transponded data appear on the display so that he has to look at the display for information which he originally gathered by speaking to pilots or other controllers. At this point, his role in relation to the system has begun to change. The next step is to use the data already in the computer to make calculations. Some calculations may be quite straightforward as far as the controller is concerned. For example, they may introduce automated conflict detection to alert the controller to aircraft in potential conflict. A further example may be that whenever the time of an aircraft at a reporting point is updated, the expected times at subsequent reporting points are automatically amended accordingly. At this stage the computer is still removing routine chores and it may therefore on balance increase rather than reduce job satisfaction, although certain aspects of the controller's task may already be changing: he may be using his keyboard to bring his displayed information up-to- date, or to refresh his memory because he can no longer recall particular information once dealt with actively but now handled automatically. A further step is to use the computer to make more complex judgements, and particularly to make predictions. Future states of the air traffic are predicted from current ones. Hypothesised future states of traffic which would result from a given action may also be predicted and demonstrated to the controller on his display. A computer display system may therefore be used to provide many kinds of aid to the controller: to propose solutions to existing conflicts; or to indicate the conflicts which would arise if, for example, an aircraft received clearance to descend at a particular time; or to demonstrate the optimum sequencing of aircraft converging from several directions for final approach to an airfield. Such aids have implications for job satisfaction, and it is important to ensure that these implications, as well as their implications for efficiency and safety, are recognised when they are first proposed, while they are being evaluated, and if they come into operational use. They influence factors known to be at the heart of job satisfaction: the need for challenge and effort; the development of special skills and the chance to use them; the reliance on experience acquired over many years; the prÂ°"' vision of opportunities to solve problems, to exercise judgement, to make and implement decisions and be fully responsible for them; and the retention of an active role in controlling air traffic. Various forms of computer assistance, by changing the facilities available to the controller, may affect his job satisfaction if he believes that the maintenance of traditional professional standards is no longer wholly within his control.

Retention of Skills It is essential for job satisfaction to be able to develop skills and to have opportunities to use them. In air traffic control this may be particularly important since most controllers were initially selected because of the potential abilities they possessed, and have been trained to acquire professional skills dependent on these innate abilities. Any changes which may adversely affect the role of these skills therefore may be presumed to have implications for job satisfaction. Any changes which go so far as to render traditional skills redundant may be difficult for controllers to accept. It may be necessary to replace the old skills with new ones which remain compatible with them in the sense that they continue to rely on the same abilities in the controller. To find new skills which meet this criterion is not easy if major task changes occur such as those between decision making and data entry. It is not contended that improvements in the safety, efficiency or capacity of an air traffic control system should be withheld because they reduce job satisfaction; however their implications for job satisfaction should be acknowledged, and may well influence the form which they take.

To be satisfying, work should provide a challenge and require some effort. Problems or difficulties may have to be resolved in ways which are not completely standardised but require thought and flexibility by the controller. Formulating and implementing solutions to problems requires some effort by the controller. It also requires his professional skills in the sense that a person equal in ability to the controller but lacking his special knowledge and experience could not do his job nearly as well. With his special knowledge, the controller views a problem at a more complex level of meaning, recognising certain relevant factors which would never become apparent to a non-specialist who would fail to appreciate the full subtlety of the possible consequences of his actions. It is important to try and ensure that some of the challenge and effort of the manual job is retained in future systems when aids are introduced. Otherwise, problems of job satisfaction arise.

Control over Workload Progressive automation tends to make it more difficult to plan an air traffic control system to let the controller keep some control over his own workload and initiate actions himself. both factors pertinent to job satisfaction. When the controller initiates most of his actions. he has the satisfaction of knowing that he is substantially in control of events and that the system functions at his behest. However, when he has to respond mostly to machine events so that the timing and nature of his actions depend largely on signals received from elsewhere, he gains the impression that he is a component of the system, rather as the machines are. He is likely to have fewer opportunities to be flexible and innovative in solving problems or in responding to emergencies, although these are the qualities which partly justify his presence in the system. It is one thing to acknowledge the desirability of the controller keeping some control over his own workload in future systems, but another to succeed in designing systems to enable this to be done. To restore to the controller further control over his own workload in a partly automated system, to retain his opportunities for exercising skill and judgement, to provide aids which are of most use when most needed, and to maintain job satisfaction - all these aims suggest that the best aids are likely to be optional. This would put them under the control of the man, and provide job satisfaction by giving him power over their use and by encouraging the development of skill in their usage. A further aspect of having control over workload which has Implications for job satisfaction is that generally people at work prefer to be busy rather than idle. An aid that reduces the amount of work which the man has to do, aggravates the problem of boredom when traffic is light. Despite all the recent emphasis on stress as a problem in air traffic control, the greater long term problem appears to be boredom which has been relatively neglected so far. Considerations of job satisfaction certainly suggest that boredom is likely to be the more difficult problem to resolve since a loss of satisfaction is associated with a job where there is little to do or little opportunity to exercise skills; whereas a job which induces stress in the controller may also provide satisfying problems to resolve. If a controller is asked what gives him greatest satisfaction in his work, he usually refers to some occasion when he successfully handled a very difficult traffic situation, and, in doing so, utilised his professional skills and knowledge to the full, worked very hard and was under considerable stress. In trying to alleviate the causes of stress there is the probability of incidentally removing some of the sources of job satisfaction. A practical problem arises when measures of behaviour and of controller activity, when measures of the physiology and biochemistry of the controller, and when subjective assessments of the controller, all indicate that he is too busy and under stress, yet measures of job satisfaction indicate that the very factors which lead to this state are inherent sources of satisfaction, pride and professionalism in the job. It is important to strike the optimum balance. Hopefully, control over workload will enable the problem of stress

to be resolved, will alleviate the problem of boredom by allowing more to be done manually when traffic is light, and will increase job satisfaction by achieving these objectives and by keeping the controller in control.

Assessments of Job Satisfaction The methods for studying job satisfaction tend to be quite complex because so many factors are relevant and so many approaches can be taken. Not surprisingly, although many of the relevant factors can be postulated there is not much firm evidence on how far they apply to air traffic control. Many of them are intuitively highly plausible and it seems unlikely that air traffic control would differ grossly from other professions in the sources of job satisfaction for those in it. Most commonly, subjective methods are used to assess job satisfaction: these may extend beyond questions about the job itself to issues about what controllers' hopes and expectancies are in relation to their profession and how they hope air traffic control in general, and their own careers and jobs in particular, will develop in the future. For highly skilled jobs, the inherent satisfaction is generally in the work itself so that changes in the work may inadvertently reduce or remove job satisfaction. This concerns those making long term plans for the future of air traffic control. A point of view receiving increasing attention is that job satisfaction should have some influence on how future air traffic control systems evolve, and on 1he tasks which controllers will be asked to perform in future. This implies the need to analyse existing tasks and skills, and to question controllers to discover what the main determinants of job satisfaction in air traffic control are now. Given this information, it is possible to assess the implications for job satisfaction of any proposed changes to those tasks and skills in the future. Thus if it is proposed to provide computer assistance for a particular function, it could be ascertained in advance whether or not job satisfaction would be affected.

Resume If a job needing skills and professional effort is replaced by one where the functions are much simpler and no skills are needed, those employed to do the job will lose job satisfaction and may no longer be the most suitable people for it since it has become so undemanding. An intelligent person employed in a task which could be done by an unintelligent one, may behave unintelligently, partly because of his toss of job satisfaction. If the standards of a profession are maintained as a matter of professional pride, and then the job is changed so that those in the profession can no longer exercise the same control over their standards, then pride in their profession and job satisfaction may be reduced. If the interest, the challenge, the effort, and the stress are taken away from a job, it becomes dull and boring and lacks satisfaction. If work fails to provide job satisfaction, people leave it, rebel against it, fail to enthuse about it, and gain a reputation for being awkward, difficult to manage, uncooperative and impossible to please. No-one wants such conditions to prevail in air traffic control, least of all controllers or their management. Good pay and conditions can remove grievances and a sense of unfairness or of inadequate co-operation, but they cannot generate positive satisfaction in the work if the job is inherently dull, undemanding, boring, uninteresting and unskilful. The recently increased interest in job satisfaction and its origins will hopefully ensure that the satisfaction which many controllers currently get from their work, even when their pay and conditions of employment are dissatisfying, will be retained and perhaps enhanced in future systems designed â&#x20AC;˘ with job satisfaction in mind. References ANON: International Labour Office. Geneva. Conditions of Employment and Service of Air Traffic Controllers. 1972. ICA/197211. BERTH, R. T. An Empirical Examination of Several Job Attraction and Job Satisfaction Measures. lnt. Rev App. Psycho I.. 25. 1. 53-69. 1976. WEIR. M. (Ed.). Job Satisfaction. Glasgow: Fontana/Collins 1976

Spotlight on a Corporate Member With this article we introduce and welcome both Sperry Univac Defense Systems Division and Sperry Univac Germany SPERRY UNIVAC - A Pace Setter in Air Traffic Control Systems Development by William R. Mccreight Air Traffic Control Program Director Sperry Univac Germany

Horizontal displays in ARTS Ill Air Traffic Control System at O'Hare Inter· national Airport allow a "team approach" by Federal Aviation Administration controllers. One controller, for instance, might handle all departures east and north, whil e another handles inbound and outbound flights at satellite airports north of the terminal. Others may assist in communications, and handoff of aircraft. Frequency panel overhead contains transmitting and receivi ng equipment including switches for selecting frequencies. ARTS Ill was developed and installed by Sperry Rand's Sperry Univac Division.

Sperry Rand Corporation, among the 60 largest firms in the USA, is composed of a number of divisions, many of which are heavily engaged in air travel and aerospace activities. Among its many products the firm manufactures cockpit, air navigation and aircraft control instruments, aerospace controls, hydrolic apparatus and computer systems. Sperry Rand's activities in this field began when Elm er Sperry and his son Lawrence invented an airplane sta bilizer and demonstrated it at the 191 4 Paris Air Show in competition for a SO.OOO Franc prize offered by the French War Department. Its effectiveness was dramatically proven by a mechanic walking back and fo rth along the wings of a Curtiss C-2 flying boat, while Lawren ce Sperry flew over Paris with his hands off the controls. The wings remained level and the aircraft did not waver from its course. Elmer Sperry won the prize, launching the firm into the flight in· strumentation f ield. During World War J, Elmer Sperry invented a compass and other aerial navigation instruments and when Charles Lindberg flew the Atlantic fifty years ago the Spirit of St. Louis was equipped with Sperry instruments. In the early 1920's the first air navigational aids were developed and installed by Sperry. These were systems of search light beacons in airports and along air routes to ass ist the early mail pilots during night flights. Air Traffic Control activities began in t he USA in 1936 and were performed by the Federal Aviation Administration (FAA), but the use of computers in air traffic control was not extensively investigated until 1956. In 1958 Sperry Univac installed the first computerized systems in Boston , New York, Washington and Indiana· polis. In 1963 the FAA realized that its most pressing problem was the crowded air space over America's airports and decided to continue its ATC automation program with terminal systems in the 65 major airports which handle over 80 Ofo of the JFR traffic in the United States. 36

Because of its extensive experience in complex aerospace and military system involving tracking, communications and multipro· cessing, Sperry Univac was chosen by the FAA to develop the first advanced radar tracking systems (ARTS). Since then Sperry Univac has completed over 70 FAA air traffic control systems. This difficult task was accomplished within schedule and budget and Sperry Univac was p resented with an Excellency Award for its outstanding performance. T he FAA recently asked Sperry Univac to continue its participation by developing and implementing the first four combined terminal and enroute systems. For sixty-three years Sperry Rand has played a leading ro le in the technology of aviation worldwide and Sperry Univac has logged twenty-one years experience in developing computerized air traffic control systems. Over 23 million air traffic operations were controlled by Sperry Univac systems last year in the United States alone. Sperry Univac computers are also being used by fiftynine airlines for reservations and a wide variety of operational and management functions. Sperry Univac is in constant communication with air traffic control authorities in the Americas, Europe, the Near East, and Asia, who are planning and extending their air traffic control developments. In addition to its large number of projects, Sperry Univac carries on contin uing research into air traffic control problems, such as conflict alert and automatic voice advisory services, in its development center. It is company poli cy to f urther the "state of the art" through international exchange o f information, ideas and concepts.

Chicago's O' Hare International Airport, the world 's busiest commercial air term inal , is the f irst of 62 operational terminals in the U.S. to install the ARTS Ill computer-aided air traffic control system. Federal Aviation Ad· ministration controller views display which automatical ly shows the identity, altitude, speed. range, and beari ng of aircraft entering or l eaving the terminal area. The console i s li nked v ia a keyboard to a computer from Sperry Rand's Sperry Univac Division, which is the prime contractor for the ARTS Ill system . The controller can command the computer to carry out such special instruc· tions as enlargi ng the letters and numbers which appear next to the target blips on his scope.

The following is a brief chronological summary of the most important Sperry Univac developments in air traffic control. ENROUTE 1958 Three automated flight strip systems for enroute control. ARTS I 1963 First FAA Terminal System (SSR tracking), accepts digital radar and beacon input, automatic aircraft tracking, provides alphanumeric data to display generator. SPAN 1965 Stored program alphanumeric beacon system provides bright display of alphanumeric and symbol data, maintaining continuous association between data and beacon or radar video. CIFRR 1966 The New York Common IFR room combines ATC functions of twelve airports into one automatic IFR facility. ARTS 1111969 62 operational systems, one experimental and one training system for terminal air traffic control. Automatic display of alphanumeric identity and altitude adjacent to the sensor video on the controller's display, accepts flight plan data and digitized beacon video, performs target selection and tracking and provides alphanumeric data to displays. ARTS Enhancements, Phase 11970 Thirty-six tasks related to modular enhancement including; increased redundancy to improve reliability, rad ar tracking to supplement beacon tracking, multiprocessing, automatic fail soft with increased computing capability. Common coo rdinated digital level using the best data from all available sensors, fail soft to provide maximum reliability through automatic fault detection and reconfiguration. Japanese ARTS 1973 Two terminal ai r traffic control systems using extended secon-

dary radar and incorporating the reconfiguration enhancements to ARTS Ill. ALASKA Enroute System 1974 Enroute systems with primary and secondary radar tracking , interfacing lon g range radar (200 nautical m ile) with enroute displays and perform ing the ARTS enhancement functions of long range radar, primary radar tracking and enroute functional operations. This system includes a remote radar on the Murphy Dome Glacier. ARTS Enhancement, Phase II 1975 Fifty-one tasks, to improve ARTS performance, wh ich include: Multisensor tracking improvement, conflict prediction to improve warning and reso lution, simulation, d isplay enhancement, executive improvement, remote tracking using remote radar without costly RML. Minimum Safe Altitude Warning (MSAW) 1976 A system to monitor the altitude of aircraft, compared with the Minimum Safe Altitude, with respect to nearby objects such as mountains, bui ld in gs, towers , etc. and call the controlle r's attention to impending dangerous situations. EARTS 1976 Combined Enroute and Terminal system, contracted by the US FAA, for four sites. German Bundesansta '. t fiir Flugsicherung (BFS) 1976 Flight strip printing system (ZKSD) with continuous updating of stored flight plans and automatic distribution to controlle rs via a communications system. The purpose of th is article is to int roduce Sperry Univac, as a new corporate member of the IFATCA, and to briefly review the firm's experience in aviation and ai r traffic control. Articles in subseq uent issues of THE CONTROLLER wi ll exp lore some of Sperry Univac's ATC projects and concepts in greater detail.

Low Altitude Warning System Enhances ARTS Ill ATC System Th e Minimum Safe Altitude Warning (MSAW) System, developed by Sperry Univac Defense Systems, is a modular enhancement to the present auto mated radar terminal systems (ARTS Ill). MSAW is already installed at a number of airports and should be operational at all 63 Federal Aviation Administration ARTS 111 terminals in the near future. ARTS Ill , also developed by Sperry Univac, monitors aircraft in the terminal area of the busiest commercial airports in the United States. Using data already supplied through ARTS Ill equipment, the MSAW System w ill alert air traffic controllers by means of a visual s ign al as well as an aural alarm when an "eligible" aircraft penetrates or is predicted to penetrate a predetermined minimum safe altitude in the terminal area. When an aircraft alt itude is determined to be too low, the computer will generate a blinking LOW ALT indicator on the air traffic controller's display. These letters will appear just above the aircraft's normal data block (see figure 1). This data block (or tag) , a standard feature of the basic ARTS Ill, shows (in letters and numbers) the aircraft identification, altitude, and ground speed. The LOW ALT indicator will blink on the display to alert the controller, and an aural alarm (beeping) will sound in the control room . One of the key elements of MSAW is the computer-generated grid map (see figure 2) which represents the entire terminal area in segments of approximately 4-square miles (2 miles x 2 miles). The highest elevation - be it a mountain, tv tower, or building in each segment is stored and used by the computer program that continuously monitors the terminal area. The MSAW System performs two basic functions: 1) General Terrain Monitoring , and 2) Airport Approach Monitoring. Once an aircraft appears in the terminal area, the computer automatically tracks it under the General Terrain Monitoring Program. An addi-

tional feature of MSAW allows the controller to selectively exclude from the warning alert certain low flying ai rcraft, such as police helicopters on traffic patrol. Under General Terrain Monito ring, three consecutive altitude tests are made for each aircraft. If in the first test, where the system monitors current altitude (see f ig ure 3), an airc raft is de-

Figure 1 : LOW ALTITUDE A LERT would appear on the air tra ffi c controller's radarscope as shown in this si mulated dat a b lock. O nc e the computer has predi cted or projected an altitude below mi ni m um. the LOW ALT would appear on the controller's radarscop e an d b l i n k. In add ition . an aural alarm would sound . In this simu lation . the LOW ALT is for BiCentennial Flight 200 at 600 feet a n d 160 knots.

Figure 2: A key el ement o f MSAW i s the computer-generated grid map which represents the enti re term i nal area i n segments of approximately 4 square miles (2 miles X 2 miles).

Figure 3: The three phases of the Terrain Monitoring portion of MSAW, Current Altitude, Pred icted Altitude, and Projected Altitude are shown In this artist"s conception. The system will alert the c ontroller if in any of the three phases a low altitude ind ic ation is detected.

term ined to be 500 feet or less above the highest elevation in the grid segment over which it is flying, the controller is alerted. Upon comp letion of the first test, the program executes a second test wh ich uses the predicted altitude of the aircraft. Using data on current altitude, heading, and rate of altitude change, the computer pred icts each aircraft"s altitude a nominal 30 seconds ahead. If the predicted altitude of an aircraft is below the preprogrammed minimum safe altitude (300 feet or less above the highest elevation for each grid segment), the alarms will be triggered. The th ird test in General Terrain Monitoring involves projection. For aircraft which have passed the first two tests, the computer assumes a climb rate of five degrees from the 30-second predicted point and calculates each aircraft's flight path for the next interval of time, wh ich extends - again nominally - up to the next 480 seconds. Th is p rojection phase is an additional safety feature whereby the aircraft's projected altitude is examined relative to the grid maps to ensure that the aircraft can climb out of a possible low altitude situation when passing into an adjoini ng grid sector having a higher minimum altitude requirement. Again, the visual and aural alarm will be triggered if a low altitude ind ication results from the proj ection.

Those aircraft flying headings at altitudes which indicate landing approaches automatically qualify for Airport Approach Monitoring. Under Airport Approach Monitoring, once the aircraft enters an area called the "capture Box", a rectangular area which extends out approximately five miles from the end of the runway , the Airport Approach Monitoring function is activated. For these aircraft, MSAW contin ually compares the plane's current heading, altitude and rate of descent against stored minimum approach parameters taking into account a 15 second prediction. Should the aircraft exceed these approach parameters both visual and aural alarms will be triggered. When an alarm is generated, as a resu lt of General Terrain Monitoring or Airport Approach Monitoring, the controller ve rifies the altitude of the aircraft causing the alarm and if he determines the aircraft is too low, he issues an advisory, "low altitude alert, check your altitude immediately". Controllers at facilities where MSAW is operational have accepted this new feature as another useful tool in maintaining overall air traffic control safety. MSAW exemplifies ART Ill expandability to meet new and changing requirements and demonstrates the system flexibility and growth potential Sperry Univac has provided the US Federal Aviation Administration. •

Universal News

directly and indirectly related to the needs of the world's civil and military aviation and aerospace. For many years, the dream of a World Aviation and Ae rospace Show in the United States has been just that - a dream. While numerous attempts have been made in the past to organize su ch an event, the lack of a suitable domestic s ite, inadequate planning, and poor management have prevented the United States - cradle of the aerospace industry - from being also its showcase. Unlike locations con sidered in the past as a potential show site, Stewart Airport , located 50 miles north of New York City, of.fers an id ea l setting for the staging of this world event. Stewart prov ides unlimited space for stati c indoor and outdoo r displ~ys and an unrestricted opportunity for flight dem o nstrations of airc raft.

First World Aviation and Aerospace Show in the USA The fi rst World Aviar d . ion an Aerospace Show ever to be staged the United States will be held at St . d ewart Airport, Newburgh, New York Sh · ow ates are set for September 14th th rough 23rd 1979. ' .

Staged b~ industry for industry , the show will provide a spectacular and .uniqu·e· oppo rtu nity for demonstration and marketing of commercial , military and general aviation airc raft and equipment on t he .highest professional level. Under the direct guidance of key exec~t 1ves from the aerospace industry and government agencies, and in c lose cooperation with the Metropolitan Trans po rtation Autho rity of the State of New Yo rk (operators of Stewart Ai rport). this bi-annual event wi ll be a major showcase fo r the aviation and aerospace indust ries worldwide. In addi tio n, the New World Aviation and Aerospace Show will encompass the d isp lay of guided weaponry, space vehicles, g round support equipment and airport services - in short, all produ cts 38

Philips' Voice-Logging Specialists Join ATC Federation To ensure that Philips produc ts fo r recording air traffic control communications accurately refl ect the needs of t he cont rollers themselves. the El ectro-acoustics Division of Philips has recently appl ied for Corporate Membership of the Intern ational Fed eration of Air Traffic Cont rollers Assoc iations . Membership has now been g ranted .

Philips voice-logging systems are now used at more than 120 major airports around the world, in single and multiple installations. Currently, multi-channel recorders for 11, 22, 33 and 44 voice channel s are avaiblable, all with comprehensive automatic standby facilities to ensure outstanding dependability. Comments and opinions obtained from fellow members of the Federation will be used by Philips to ensure that current and future voice-logging systems conti nue to match controllers' requirements. Accordingly representatives of the Electro-acoustics Division will be active participants in the Federation's meetings and other activities.

Philips Add First Transportable X-Ray Security Unit to Dynafluor Range The advantages of fast electronic baggage checking can be extended to a far greater variety of security risk situations with the launch by Philips of the first compact readily transportable lowdose X-ray screening unit. Fully "film-safe" and meeting the toughest safety regulations, the new Dynafluor X model has now been introduced to Philips' comprehensive range of security sc reening equipment. In the U.S.A., the use of X-ray screening techniques has achieved spectacular success in virtually eliminating aircraft hijackings. The Dynafluor X - which is designed specifically to accept hand luggage and similar sized packages as well as mail - now offers the same level of protection for locations where bulky, static installations are not practical. Typical applications are the screening of visitors to high security establishments and politically vulnerable buildings such as embassies. The Dynafluor X is equally effective in combatting industrial theft and customs evasions. Yet another use is search ing for possib le letter or parcel bombs. With this new model, one security guard can check as many as 400 items an hour, up to a maximum size of 61 cm x 56 cm x 30 cm. In business premises, meeting venues and other locations where only a proportion of visitors are likely to be carrying lug gage, this can represent a far higher throughput of people. The result is that security staff are able to work quickly and efficiently, while persons subject to search experience a minimum of inconvenience and invasion of privacy, since only suspicious items need to be opened and exam in ed by hand.

A security guard p laces a n attache case into the exam inati on chamber of the l ow-dose Dynafluor X for an X-ray screening. The owner of the case wai ts on the opposite side of the un it.

More efficient operation, less fatigue Dynafluor X utilises an X-ray emission far lower t han that of earlier' high dose systems. Yet in practice it provides a far more readable image. Th is is because the earlier high dose models produ ced an image direct onto a fluorescent screen with a light output of only about 0.1 to 0.2 foot candles. In the low dose Dynafluor units, use of a light amplification system gives a screen light level of 5 to 10 foot candles. The bright picture can be seen c learly in a no rmally lig hted room, without need for a viewing hood or for the operator's eyes to become adjusted to the dark. As a resu lt, fatigue is reduced and higher effici ency can be maintained throug hout the working day. Lower rad iation levels mean less lead shielding, more compact and lightweight manufacture. Thus costs are reduced without any reduction in safety. The equipment meets or exceeds America's stringent FDA Bureau of Radiological Health Performance Standard for Cabinet X-Ray Systems, in that no more than 0,5 mR (m ill iroentgens)/ hour are measureable at 5 c m from any outside surface of the unit. This is the same requi rement as for a domestic co lou r televis ion set.

Safe and simple

Film-safe

The Dynafluor X is extremely simple to use. A package to be examined is placed by the security guard in the examination chamber and the protective screen pu lled down. To ensure complete protection for the operator and the public, no X-rays can be em itted until the lead- lined s reen is fully closed . Pushing the sing le "X-rays on" control immediately produces a sharp, bright image of the package and its contents on the viewing screen. This is retained for a present period which is ample for the guard to examine most packages. If further exam ination by the guard is necessary he releases the button and depresses it again. As an additional safety precaution the X-rays are automatically switched off imm ediately when the control button is released , for examp le if the guard has to move away from the mach ine. The screen is positioned so that it cannot be seen by the subject and is adjustable for comfo rtable use by a guard of any height. With elementary training, as provided by Phil ips, any user can quickly learn to recogn ise abnormal or potenti ally dangerous objects. A gun, for instance, would appear as a so lid black s ilhouette. Other metals and materials produce varying outlines and tonal d ensities on the viewing screen. It is even possible to see items as small as the fine gaug e wire that is frequent ly used in detonators. The flat to p of the cabinet also serves as a workin g surface for hand exam in ation of s uspect containers.

Becau se of its low-level X-ray outpout , Dynafluor X is c lassified as film-safe - i. e. normal unp rocessed photog raphic fil ms can be

The Dynaflu or X produ ces a clear, bright X-ray image of a container and i ts con tents on l he view ing screen This suitcase conta i ns a small gun .

subjected to a minimum of five ex aminations without any visible signs of fogging. The radiation inside the examination chamber amounts to less than 1 mR per inspection - which is within the level specified by the National Association of Photograp hic Manufacturers Inc ., U.S.A. The unit measures 138 cm high, 91 cm wide and 85 cm deep. It weighs just 200 kg, and is mounted on sturdy castors so that it can easi ly be moved by one man. It is ready for immediate use on plugging into a norm al mains socket.

Boeing 707 Tail Cracks FOLLOWING the loss of a Dan-Air 707 at Lusaka on May 14, several horizontal-stabiliser cracks have been discovered in the UK Boeing 707 fleet. The visual check originally required by the Civil Aviation Authority was followed last month by a mandatory non-destructive eddycurrent test which must be repeated every 50 flight cycles . The check applies to all Boeing 707-300/300B/ 300C/400-series aircraft fitted with horizontal stabilisers which have been in se rcive for more than 30,000 fly ing hours or 10,000 landings. One badly cracked spar boom required complete replacement of the horizontal stabiliser, and several smaller cracks found o n other aircraft in t he UK 707 fleet have been repaired, the CAA tells Flight. Th irty-seven UK-registered Boeing 707s are involved in the checks.

Something appears to be missing .•.

The Federal Aviation Administration has required simil ar checks of the rear-spar upper chord (called the spar boom in the UK), and a Boeing alert service bulletin reports that a seve re crack was found o n one US-registered aircraft with 55,300hr and 20,460 landings to its credit, Twenty lesser cracks have shown up on a total of 11 aircraft with flight time ranging from 26,000hr to 58,600hr, but most of these can be repaired without replac ing the stabiliser. Boeing is car rying out extensive tests in an effort to understand the origin of the failures. Meanwhil e, t he ai rworthi ness authorities are keep ing a c lose eye on the world 's 707 fleet. FLIGHT Intern ational

Basic Air Traffic Control Package Specially developed by Park Air Electron ics to meet the needs of very small air ports and airfields for a reliable and relatively inex pensive ground/air communications package, the new Minidesk provides a basic, integrated, Air Traffic Control System. Recently successfully shown for the first time at Farnborough, where it attracted considerable interest, the Minidesk comprises a freesta nding desk-top console, in two-panel format. One section supplies the operator with information on airfield meteorological conditions and t ime. Wind velocity and direction are indi cated on two five-inch dial, lighted instruments, w hile a digital readout altimeter gives local pressure information. A quartz crys tal referenced battery ope rated clock with liquid crystal digital d isplay shows the t ime. 40

------------The second panel provides radio communications facilities for the allocated air/ ground service. Using the Park Air 1300 fully solidstate transmitter/ receiver, the radio equipment matches the latest 25kHz channelling recommendations of the International Civil Aviation Organisation (ICAO), and at 10W output powe r (measured at the rear panel aerial socket), meets th e UK Civil Aviation Authority (CAA) SW effective radiated power specifi cation for local operation and airfield service. Power supplies may be 11 OV or 250V standard AC (50-60Hz), or 24V batteries where no AC mains is available. The type 1300 transmitter/ receiver is primarily designed to provide a highly reliable and easily serviced communications facility. The latest manufacturing techniques ensure cost-effectiveness without any sacrifice in q uality, with wide built-in safety margins. Integral protection circuits are incorporated. The unit is designed for high MTBF (mean time between failures) and low MTTR (mean time to repai r) , and all internal printed circuit cards are on plug-in assemblies allowing quick and easy in-the-field replacement. Frequency coverage is 116 to 138 MHz, stabl e to with in 10ppm over the temperature range - 10° C to + so° C. The ty pe 1300 can be used over ran ges of up to 200 miles. The Minidesk is supplied fully wired, ready fo r installation, complete with a dipole radio aerial system and combined anemometer/ w ind vane unit. Facilities can be provid ed to permit control of the communications system at distances up to 100 m . Optional additional facilities, for which space is available in the radio panel include a - VOR monitor, 8 channel scanning monitor or NDB monitor, and crash button (for si ren) as well as Park Air's s pecial cras h panel. Dimensions of the Minidesk superstructure are: width 109 cm (43 inches); depth 37 cm (14 1/2 inches); and height 34.5 c m (13 1/i inches). Unpacked weight in cluding radio equipment is 30 kg. •

Announcement By the end of this year the first booklet ever published with ca rtoons on Air Traffic Control topics will be available. " SQUARE ONE" by our well-known cartoonist Helmut Elsner, former controller, now working with Lufthansa, Germain Airlines, contains 66 humorous aspects of our profession. Priced at OM 10,80 (plus postage) SQUARE ONE will be available at Kramer & Co, Bornheimer Landwehr 57a, D-6000 Frankfurt/M-60, Federal Republic of Germany. A must for every controller! Order through your Association or from Kramer direct. One complimentary copy will be send to each Member Association soon.

News From Corporation Members PHILIPS Brazil's First Computerized Area Traffic Control System to be Supplied by Philips Philips' Traffic Group have acquired a 20 million Dutch guilders order (about US $ 8 m.) for a complete traffic system for the City of Curitiba; the capital of the State of Parana in Brazil (almost a million inhabitants). The order was won after fierce competition with a. o. Siemens and Plessey and is the biggest ever South American order for a traffic control system enveloping, initially, 180 intersections. The accepted system is of the typical Philips configuration called " the hierarchic structure". It provides total area traffic control by a configuration of independent sub areas each controlled by a micro processor. The coordination of the sub areas is effected by a central computer. The advantage in this case being if the central computer fails, each sub area can continue independently under its own micro processor. The national Brazilian involvement is 90 O/o of the total turnkey project with Philips' Traffic Group, Hilversum, providing the essential know-how and project support plus the micro processors with their software. This project is the first result of Philips' efforts to establish themselves in the Brazilian traffic market. Part of the operation was the initiation of national production of traffic controllers and vehicle detectors in the Philinorte factories at Recite. They will be the first Brazilian manufactured electronic controllers. Curitiba, one of Brazils leading cities in modern urbanisation, has already spent a sizeable budget so as to cope with increasing traffic while ens uring the city remains a pleasant place to live in. The centre of the city has been reconstructed in a multiyear plan with pleasant promenades open to pedestrians only and with Street cafe's and flowers everywhere. Expressways around the city, with separate buslanes ensure convenient and fast transportation. The efficient organization of the road network will be Philips' contribution.

one can be used for recording a voice s ignal such as spoken time , for example. If a fault occurs on another channel, the voice signal from that channel is switched to channel one. The original signal on channel one continues to be recorded, but at a reduced level which allows it to remain perceptible, without interference with the diverted signal. Potential faults are detected by means of a pilot tone recorded on all channels, along with the voice inputs. After passing through

Philips Order for Lighting of Eight Airports in Nigeria Philips has obtained a contract for the supply and installation of the lighting for eight airports in Nigeria. The order, which prov ides for the lighting of approaches, runways , taxiways and aprons and the installation of two VASI syste ms for each airport, involves a total sum of approximately 30 million guilders. Comprised are Category I installations for the airports at Benin, lbadan, Gusau, Jos, Warri, Yola and Zaria, and a Category II installation for Sokoto. The lighting for the airport at Jos must be operational by the end of this year. The other installations are to be operational within three years.

Inter Airport Debut for New Philips Voice Logger An economical new multi-channel recorder for continuous 24hours voice logging on up to 11 channels was introduced by Philips at the Inter Airport Exhibition at Frankfu rt Airport, West Germany, from September 26 to 29, 1977. For logging air traffi c control and other voice commu nications at smaller airports and airfields. the new recorder provides dependability close to that of the larger Philips system , for up to 44 channels, w hich are in everyday use at more than 120 major airports around the world. Instead of having all units duplicated - normally obligatory in recorders for larger installatio ns - the new machine has a sing le standby channel for economy. During norm al operat ion channel

More than 120 major airports ar ound the wo rld are eq uipped with Phil ips mu lti-channel recorders. This installati on is at Frankfurt Ai rport, site of the Inter Airport Exhi bition.

each reco rding amplifier, the recording and playback heads, and the playback amplifier, the pilot tone is fed back to a detection circuit in the recording amplifie r. Here the original and after-tape tones are comb ined and measured. If t he combined tone falls below a preset level the input voic e signal is switched automatically to the standby channel. At the same time , alarm lamps are switched on to indicate a fau lt and to identify the sub-un it w here it has occured. In com mon with the established 44, 33, 22 and 11-channel recorders, in wh ich all un its are duplicated in c luding the tape transports, the new recorder has recording and playback heads made from the latest Ferroxcube material. These are extremely d urable, with a guaranteed life of 50 OOO hours. All reco rded signals can be monitored by either loudspeake r or headphon e. To make lining-up of the recording ci rcuits simple, the new machine has a Vu-meter built-in. Various input impedances and sensitivities can be selected. To avoid unintentional destruction of reco rdings, t he machine is not fitted with an erase head , but one can be fitted as an option. Also available is voice-operated 41

Corporation Members of the International Federation of Air Traffic Controllers' Associations AEG-Telefunken, Frankfurt a. M., Germany Airport Lighting Engineering Consultants, Birkerod, Denmark Cable & Wireless Ltd., London, England CAE Electronics Ltd., Montreal, Quebec, Canada Cardion Electronics, Woodbury, USA Cossor Radar and Electronics Ltd., Harlow, England Compagnie lnternationale Pourl'lnformatique, LeChesnay, France Dansk lmpulsfysik A. S., Holte, Denmark Decca Software Sciences Limited, London, England ELECMA Divisions Electronique de la SNECMA, Suresner, France Ferranti Limited, Bracknell, Berks., England Ground Aid Group, Esbjerg, Denmark International Aeradio Ltd., Southall, England International Air Carrier Association, Geneva, Switzerland International Technical Products Corp., Washington, USA Jeppesen & Co. GmbH., Frankfurt, Germany Lockheed Electronics Company, Inc., Plainfield, N. J., U.S.A. The Marconi Radar Systems Ltd., Chelmsford, England The Mitre Corporation, Mclean, Virginia, USA N. V. Hollandse Signaalapparaten, Hengelo, Netherlands N. v. Philips Division ELA, Eindhoven, Netherlands The Plessey Company Limited, Weybridge, Surrey, England Racal-Thermionic Limited, Southampton, England Redifon Computer, Ltd. Crawley, England Gustav A. Ring A/S, Oslo, Norway Selenia - lndustrie Elettroniche Associate S. p. A., Rome, Italy Societe Artistique Franc;:aise, Paris, France Societe d'AppHcations Generales d'Electricite et de Mecanique, Paris, France Societe d'Etudes & d'Entreprises Electriques, lssy Les Moulineaux, France Sofreavia, Paris, France Software Sciences Ltd., Farnborough, England The Solartron Electronic Group Limited, Farnborough, England Space Research Corp. Inc., Montreal, Canada Sperry Univac Germany, Sulzbach/Ts., Germany Sperry Univac, St. Paul, Minnesota, USA Stansaab Elektronik AB, Jarfalla, Sweden Telerad S. A., Anglet, France Thomson - CSF, Paris, France Ulmer Aeronautique, Clichy, France The International Federation of Air Traffic Controllers' Associations would like to invite all corporations, organizations, and institutions interested in and concerned with the maintenance and promotion of safety In air traffic to jo!~ their organization as Corporation Members. Corporation Members support the aims of the Federation by supplying the Federation with technical information and by means of an annual subscription. The Federation's international journal "The Controller" is offered as a platform for the discussion of technical and procedural developments in the field of air traffic control.

start and stop, which requires the addition of a printed circuit board. Also on display at the Inter Airport Exhibition was the 33channel version from the established Philips range of multi-channel recorders, pl us the Ana-log 714 instrumentation recorder. This machine is being adapted to provide high density self-checked digital data recording for radar and flight information.

Are you receiving me? The shortcomings of communications between the flight deck and air traffic control have been shown up by recent events, the Tenerife disaster in particular. The understanding of radio transmissions is a skill that has to be acquired, and one which is especially necessary during certain flight phases and when flying in certain parts of the world. The distraction potential on the flight deck is also very high, as could be demonstrated by a research programme based on cockpit voice and noise recordings. It would certainly come as no surprise to most professional fliers to learn that the occasional R/ T transmission goes unheard on the flight deck, or that the occasional transmission from the flight deck is delayed or missed altogether. The modern flight deck is an unnecessarily distraction-filled environment to which is added, on average, about one new noise every year. The high noise level on many aircraft makes headsets necessary for crew intercommunication, producing a highly distracting mix of R/T and intercom. Silence on the flight deck during the approach is highly desirable, allowing monitoring to be carried out uninterrupted. After every major accident the industry reacts by introducing more paper, more drills and more electronic protection as managements and regulating bodies try to demonstrate that they have taken action to avoid a repeat. But the many agencies involved often seem to ignore the need to make things as easy as possible for the crew. A visit to the quiet, well organised flight deck of a modern wide-body airliner during the cruise might lead the layman to doubt whether distraction really is a problem. During the RNav or INScontrolled cruise, the crew's main task is the monitoring of systems. Come the descent point, however, the picture changes dramatically. From the beginning of the descent until turning off the runway after the landing, the crew has to react to a torrent of cues, audio and visual, natural and artificial. Crews are beginning to rely heavily on devices that subtly remove their basic natural cues. An example is the now-commonplace altitude alerter, which hoots or groans a warning when the aircraft is approaching or leaving a set level. A failure can leave the crew without this device, as indeed they can lose a ground-proximity warning system. Lack of either should not be the end of the world for a well trained, disciplined crew, yet there is a growing tendency to use ale rter warning to prompt vital pre-landing altimeter checks. Would those checks be missed if the alerter failed or was mis-set? An independent altimeter check (i.e. one not prompted by a warning system) would add to crew workload and distraction level. Some airlines insist on independent calls when approaching cleared levels, and use the alerter as a back-up. Other airlines regard the alerter as infallible and keep flight-deck dialogue to a minimum. Either way, most flight-deck improvements seem to generate distraction potential. What is needed is a way of incorporating new safety features that does not add to total distraction. The real test of a good working flight deck comes when a crew is faced with heavy R/T traffic during a demanding instrument approach, with some aircraft unserviceability thrown in for good measure. It is at such times that a crew needs all the ground information that it can get. But how often, for example, does a captain learn only on final approach that a runway is slippery, or that the airport terminal information service (ATIS) wind figures are wildly inaccurate? Changing to approach control at a major US

photo A GAMET I RAPHO

Copenhagen, Billund, Esbjerg ... In Denmark, THOMSON-CS F has contributed significantly to modernize the aviation infrastructure and the air traffic control system. THOMSON -CSF has asserted its expertise in more than fifty countries on all five continents. THOMSON-CSF, the world specialist in electronics applied to ai r navigation. One company can provide turnkey service for all your programs.

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international airport the other day, I was surprised to learn that all aids, ex cept for an NOB lined up on the inoperative r unway, were off the air. The problems on the flight d eck on such occasions temporarily reduce monitoring capacity, and it is far better to receive advance notice of major unserviceability. On this occasion the weather was not good, the ATIS was uninformative, and the way in wh ich the information was presented indicated a lack of understand ing of our problems. That is to say, there was no real co mmunication. Airline safety will be better served once aircraft are prov ided with information as and w hen it is needed. FLIGHT International

Publications Review Air Traffic Control Specialist Employment Test Guide, by Clark St. John. Published by the Aviation Book Company, 555 West Glenoaks Boulevard, POB 4187, Glendale CA 91202, USA. Second Edition 1977, 78 pages, many illustrations, paper back, price US $ 5.50. Second

Edition

AIR TRAFRC

ml!ll. '

CONTROL

of exchanging views on the ever present'questlon number one' you may find it worthwhile to f ill up some gaps in your knowledge. A lso good to see that you are still up to date and still fill requirements young appl icants now have to meet. Would you join the ATC service again if you were faced with all those questions nobody cared about in the old days? This Employment Test Guide should be at hand in all ATC facilities for easy reference and assistance to controllers or newcomers whenever required. Avai lable through book dealers or from the Aviation Book Company direct.

World Airline Fleets 1977 by Gunther G. Endres Published by Airlines Publications & Sales Ltd., Noble Corner, Great West Road, Hounslow, Middlessex TW5 OPA, England. Paper back, Co lour Cover, 440 Pages around 400 Illustrations, UK Price Pounds 3.00. This is a new annual publication people interested in civil airliners and their operators have long been waiting for. An army of vol unteers, mostly enthusiastic amateur aircraft spotters from all over the world, has contributed a wealth of information and many rare photos. It is with delight that you will look at some of the photos starring airlines you have never heard of, presenting airpl anes that you d id not believe to be s\111 In operation. A fantastic compil ation of different types of aircraft together w ith their present and previous registration number of l etters respectively. Traces of the history of some aircraft. You immediately realise that ai rcraft spotter s are pretty well organised and have a notion for perfection and some detective work. Collecting and recording all these details about airline aircraft must have been a lot of hard work. If you are not an aviation insider this book may mean some work for you too. At first glance, somewhat confusing by the long list of airlines that begins with LANICA, Nicaraguan Airline s, and ends up with CAAV. the govern ment owned airline of \11etnam. You have to l earn the alphabetical order of the ICAO Registrations and the International Civil Aviation Organisation Codes for individual countries listed towards the end of the book. Now you have the keys to this interesting book. As an insider of course you know the trick. The information you can obtain on the spot is both amazing and exciting. Each airline Is Introduced by a brief portrait and history, followed by a complete list of airplanes serving them. Whether you scan the 14 pages with over 1700 aircraft owned by t he Soviet Airline AEROFLOT or incidently notice a few Jines written on "Transportes Aereos Suravia" of Chile with just one old Curtis C-46 showing their fl ag , you get the information you are l ooking for. To provide for up to date information Airline Publication & Sales Ltd. publ ished a monthly booklet priced 50p each. Here latest procurements, changes, additions, etc. are l isted. Presented with a fin e coiouo cover and colour centre pages World Airline Fleets - Monthly contains approximately 50 black and white p ictures, airl ine histories, col our scheme and l ogo changes, updated fleet lists, etc.

The Aviation Book Company of Gl endal e, USA, has published a new edition of its popular exam preparatio n book enti tled " Air Traffic Control Specialist Employment Test Guide". This useful book includes questions and problems simi lar to those Included in government exam inations that are gi ven to job applicants for ai r traffic control center specialist, flight service station specialist, and control tower specialist to test thei r knowledge and apti tude.

An excellent publicati on service altogether, enriched by another small booklet titled BIZ JET n. Brian Gates has complied and ed i ted this small brochure that is published by the same house and availab le in the UK at ?Sp. BIZ JET lists all business j ets in c ivil service and the military versions operated by the A ir Forces around the world , furth er first flight dates of .the most commonly used airplanes and those aircraft withdrawn from the servo ?~· If you want know who in a particular country operates or owns a specific excecutive jet plane c arrying a certain reg istration, you wil l most certainly find the information in the annually published BIZ JET. All the above th ree public ations are in their first year of appearance. • thef Surely minor details wil l be polished up and the 1ssues wi ll improve over . years to come. One thing , however, you a I read Y can state now • the odea o publishing the above info rmation .on the f orm ch osen was an excellentf' one. d Welcomed by many airline enthusi asts t hese publicat ions w ill surely on a . · · r n The low purchase . way al so to homes of other people intere sted on avoa 10 • prices will help to attract young custo mers who easily may aflo rd b uyon~ these books from their pocket money, thus the knowledgeable spotters 0 to-morrow are recruited .

It covers practically all testing areas and provides the correct answers to test questions. The test section encompasses aptitude tests, reading comprehension & interpretation. vocabu lary tests. arithmetic reasoning & number/ letter series, symbol classificati on , visualizing figures, hidden figures and some conventional air tra ffi c control problems. The test answers you find at the end of each Individual test.

Sowjet-Flugzeuge (Soviet Airplanes) by Vaclav Nemecek German translation of the famous " Sovetska Letadla" first published by Nase Vojsko, Praha, CSSR, and aw arded in 1969 by the CSSR Ministe r of Oefense w ith the " Vit Nejedly" medal. The book has also been tran slated into English (Enquire at your boo k shop). The Germ an version is publ ished by Luftfahrt-Verlag Walter Zuerl, Postfac h, 0-8031 Steinebach/Worthsee. It has a so lid cover , 640 pages, 800 photos of airplanes and is pri ced OM 60,-

Th is is the sor t of book you shou ld l ook up before applyi ng for the air traffic control service. Although it is not su re that you will make the grade if you know all the contents of the book, it i s reasonabl e certai n that t his knowl edge wil l be of help to make some hurd les. Besides there definitely are some long service controllers who wou ld not pass some of the tests either Studying t he questions and answers depicted in this book therefore will be useful to them too. Possibly there will be a l ot of fun on a controllers' team w hen running through the questions during a low traffic period. Instead

The author. with the ass istance of Soviet av iation experts and archives, has compil ed what must be considered a most com plete and sophisticated chronic le of the Soviet Aviation Industry , coveri ng the peri od from 1919 to the late Sixties. He broug ht some light into the vari ous political , m ili tary and tactical v iews noticeable during the above period . Possible reasons f or the difficulties of the Soviet Air Force duri ng World War II and during post war developments are given. Fro m the information made available the reader may use his own judgement to analyse these developments.

. The book provides brief informati on on the duties and responsibi lities of air traffic control specialists and a general introd uction to the air traffic control services.

No doubt, this book Is one of the most Interesting descriptions of the Soviet aviation industry available in the West. There was, and in many case still is, a big question mark when it comes to special data about Soviet airplanes . Information is hardly available. All airplanes developed in the USSR are normally treated as top secret. Only as far as civil aircraft are concerned some details were made known at occaÂˇstons of Air Shows or Exhibitions. New military airplanes occasionally are spotted and presented in a rather speculative way in aviation news magazines. A complete compilation like the one on hand now was not available to date and could only be realized after long studies, rev iews and research. During 1966 and 1967 the author completed a lot of such work in the USSR archives and aviation museums. Personal friendship with an influential Soviet aviation engineer was helpful as this expert has a profound knowledge of the history and development of Soviet airplanes. A most valuable document of Soviet Aviation was the result. Although the author had to observe some regulations and conditions imposed by the Soviet Authorities, especially with regard to details about modern military jet planes, he managed to provide sufficient background and description of individual aircraft. Whenever there is incomplete data, the author has preferred to leave secret data out instead of inserting speculative figures.

The contents qi the book comprises individual parts on fighters bombers, reconnaissance and low level attack planes, training and sport planes, civil aviation aircraft and airliners, seaplanes, experimental and special performance aircraft, and finally all the helicopters manufactured in the USSR. At the end of the book you find a voluminous picture part, commencing with photos of the most f amous personalities of the Soviet aviation industry. Following are photos of the early years, historical photos of bad quality at times. Unfortunately this is the result from reproducing already bad reproductions. Anyway the reader gets an idea how most of the early Soviet flying machines looked like. World War ii planes are completely picturized and production numbers listed elsewhere (total of about 125 OOO units). the entry into the jet age is illustrated too, the post war competition that motivated the USSR to build up one of the strongest and strategical ly most efficient aircraft fleets in the world. You will be surprised to read the authors description of the aviation history in the USSR and to view the fantastic photo material made available in this unique publication. A register at the end gives easy reference to the approximately 1 200 different types of aircraft mentioned in the book, that reall y tee seems to be worth the expense. tee

The Hobby Corner Surely many of you have hobbies of some kind. Possibly you are collecting stamps, coins, books, antiques, etc. Could also be that you are painting, playing an instrument, practising some sort of sport, gardening, dancing, looking after nice girls, or what have you. Whatever you do, it is for pleasure, fun, relaxation and recreation. To keep you fit, up to date, flexible and in good mood. This series of small articles under the above heading should provide some useful information, hints and suggestions on what to do with your most valuable leisure time, your days off or holidays. The stamp collectors among you we possibly have pleased already with our series "Aviation on Stamps". Today we would like to introduce some new and revolutionary equipment to those people who like outdoor activities. Many of you surely have heard or read about treasure hunting. An exciting adventure that soon can bring realisation of your secret hopes. New on the market is a reasonably priced (US Dollar 119.-) metal detector produced by the famous German Electronics and Metalcraft Company Brennenstuhl. This universal, battery powered, electronic metal hunting device also can be used for professional purposes. It will find all kinds of metal, locate cables and pipes under plastering, earth, stones, debris or sand. Metal objects will be detected as far as 150 cm bel ow the ground. This remarkable penetration depth plus the visual and/or audio indication upon detection of metal, the beautiful plastic design give this light and handy instrument an outstanding performance. Depending on the desired cover area and penetration depth you have the choice of two detecting disks (17 and 34 cm in diamete r) . They are both included in the kid for the above price. An adjustable telescope handle provides for easy use from a normal upright position at walking speed. No pain in your back while searching a fortune. Whenever you go out for a walk cross country or into a forest take your Metalloscop 200 along. Hold the metal detector in front of you and scan the area in front of your feet. Now you just need a little bit of luck and the intuition which area to scan and you will possibly find some valuable old coins, weapons, a hidden treasure, or just some old tin cans or rusty nails, that will make you laugh. Anyway, it's fun and full of prickling excitement in anticipation of the big fortune. Honestly, ever since you were a small boy you were dreaming about hidden or lost treasures. The ones you were reading about in many exciting youth books. Your dreams partly may be realised with the help of Metalloscop 200. While testing the Metailoscop 200 Metal Detector over a couple of weeks on historic grounds around Frankfurt, along the Limes

Line the Romans set up against their enemies centuries ago, and listening to many 'false' signals orig in ated by worthless metal objects, one Roman coin was found about 20 cm down below the ground. The value of this co in being little less than the price for the detector. But there are definitely more coins to spot . .. The equipment is easy to handle, to fo ld and carry. and really spots all metal objects as indicated in the Company's prospect. A description and operating inst ructions are given in English, Fren ch and German. The detector is nicely packed up in a presen t box weighing less than two kilogramms . In case you are interested to make treasure hunting your hobby, contact the Managing Editor for further informati on.

Future Airport Equipments

The Controllers Needs*

Introduction The ability of an airport to exploit its capacity to handle traffic has broadly three equations: i) The capacity of the runways. ii) The layout and capacity of taxiway and manoeuvring areas; and iii) The capacity of the passenger terminals and their access. Whilst the efficiency of air traffic control can and does have considerable influence on passenger handling capabilites, this is primarily an area of responsibility of aerodrome owners. It will not be dealt with in this presentation, other than to observe that we consider it the responsibility of air traffic control to provide a service to the aerodrome owner sufficient to enable him to exploit his full passenger handling capabilities in an expeditious manner. The direct concern of air traffic is however the efficient exploitation of the aerodrome surface and of course its immediate surrounding airspace. In this regard when considering future equipments to assist in this aim the task divides into the Approach Phase i. e. The Approach Control Room and the Landing and Departure Phase i. e. The Visual Control Room. Before considering the equipments desirable in these locations, it is pertinent to mention two factors which have a bearing in cost terms regarding the standard of equipment to be provided. a) Runway capacity - A runway, irrespective of single, parallel or integrated parallel operation has a finite capacity. This capacity is relatively simple to define but the ability of air traffic control to exploit this capacity depends on many factors, such as the overall ATC system serving the complex in which the aerodrome is situated, the willingness of airline operators to schedule within the declared runway capacity, the configuration of taxiways and the equipments available to the air traffic control staff. b) Operations In poor visibility - with the advance in more sophisticated landing aids there is quite naturally a growing tendency amongst airlines to continue to operate in conditions of P~or_ visibility. There is nothing unsafe in such operations but _1f a1~ traffic control is to continue to provide an efficient service m these reduced visibility conditions it is suggested that it · · · ' is '" this area that future ATC equipments are needed to ~i~ both Pilots and controllers to operate safely. and ex~ ped1t1ousty.

A:~rodrome Control (Visual Control Room) Sit1ng and Construction

The eff · d iciency of any visual control room (VCR) will initially epen on the original siting of the building in relation to the runway layout holding . areas and aprons. It is absolutely essential that clea I' ' r me of sight vision is available to the controller from all departure and app eh . tion of th roa paths irrespective of the direcof I' . eboperations. The VCR needs to be compact for ease tat~on ut adequate in size to accommodate the necessary ~o;s~d es. Careful consideration must be given to the needs of the 1 '" tvt ua controllers Within the building to cater for their likely needs. For. example, it is pointless to site a Ground Movement Controller m such a po •t· h . . . s1 ion t at hts view 1s obscured by the Air Controll~r. With the continued increased use of helicopters and STOL aircraft conside t· . . .. ·.. ra ion also needs to be given to high angles of v1s1b~hty to. facilitate such operations. If any significant area of the airport is not visible to the controller then other means of display must be made available (e. g. Closed Circuit

Working Paper and presented to the 1977) on behalf of the ciations by Mr. Kurt Association. )

prepared by IFATCA Standing Committee I (Technical) 17th I. C. A. A. Congress in Vienna (6th-9th September International Federation of Air Traffic Controllers AssoKihr, President of the Austrian Air Traffic Controllers

Television or Airfield Surface Movement Indicator). Account needs to be taken of future airport development, for example a new control tower is not of much use if, later, a high rise terminal building obscures a large section of the airport - the tower needs to be sited in a position where future development will not hinder its line of sight to the manoeuvring areas and that does not just mean build it high. It is not much use if it is often in the base of the cloud I

Consoles These need to be simple and adequate in size for the number of people designed to use them, and should be capable of accommodating whatever method of flight display is used. Allowance must be made for controllers to be monitored whilst under training with duplicated controls where necessary. If they are to be used 24 hours a day then ease of cleanliness is also important. Consoles need to be correct ergonomically - controllers may spend long hours alone even taking light refreshments in situ. It is necessary to recognise that at some locations it may be essential to take refreshment on the job and there Is need to avoid situations where spilt refreshments can materially affect technical equipment. This has happened in the past both at Airports and on the Flight Deck.

Lighting Panels Lighting Panels need to be simple to understand, miniaturised and instantaneous in operation. They need to be convenient to the operator and not located in a corner out of the way. If providing a monitoring function then this must be as foolproof as technology permits for it is pointless having a monitoring function that shows as 'on' on the display when a failure in the field has in fact occurred. This applies to any piece of equipment within A.T.C. that has a monitoring function, and it is considered essential that should a failures occur this must be apparent to the controller or some Technical Agency who have the capa bTt 11Y to immediately alert him.

Distance from Theshold Indication (DTI)

This is an invaluable aid for the busy tower controller..sabs 11 . . . cally a small daylight v1ewmg rad ar scope fed from a su1ta e . hd wn of the approradar showing the exact distance from touc o .. t d d the use of these aching traffic. Some authorities have ex en e f h . . 'th facilities or e 11 d t . ed mini-radar displays to provide the tower Wt copter traffic and Special VFR Traf f .1c wt"th'n ' a pre- e ermm distance from the airport. . . able of There is no doubt that this piece of equipment ts cap 'dsignificantly increasing the capacity of a single r~nway by pro~~ ing accurate and reliable information on approaching and depart .g traffic to the tower controller. It is now possible to develop. t_his equipment to display Code/Callsign information thus. pro~i~mg the controller with a landing order and as a result reducing ltatson with Approach Control.

Airfield Surface Movement Indicator (ASMI) Much has been written about the provision of ASMI at airfields since the Tenerife disaster. Whilst agreeing that from the controllers point of view ASMI is a very desirable piece of equipment, the present high cost of installation makes it unlikely that it will be used extensively outside the major airfields. However, if manufacturers could be encouraged to produce a low cost, simple, high definition, daylight viewing ASMI, preferably with SSA incorporated most controllers would be delighted but it must be stressed that ASMI is to provide information and should not at this stage be considered suitable for positive control.

Taxiway Guidance Systems Taxiway guidance systems will depend on the type of operation for which the airport is intended to cater. Obviously the requirements for a daylight only operation will be vastly different from an airport operating down to Category Ill operations. The degree of guidance will also depend on the complexity of the runway and taxiway layout. What most controllers would like to see is a standard but a progressive system, where, as the weather limits are lowered the most sophisticated system becomes complimentary to the basic system. Above all other considerations, controllers would like to make a plea for international standardisation so that any airport user could instantly identify whether he was on a taxiway or runway. If this were done then the number of runway infringements would decrease substantially, to the benefit of all. Obviously any route guidance system must be faithfully reproduced and monitored within the tower and show instantaneously the route selected. In this regard we are aware of the existence of the l.C.A.O. Surface Movement Guidance and Control Systems (SMGCS) Study Group on which we have a member and look forward to the results of their deliberations with interest.

Communications Communications are of course most important. Direct access to approach control is essential to cater for emergencies, overshoots etc., whilst liaison with the airport authority and/or airline companies, also requires rapid communications in order that stand changes, airfield unserviceabilities etc., are dealt with as early as possible. Finally the controller to controller liaison is probably the most important part of a busy tower operation and it is for this reason that the successful tower is often as compact as possi ble.

Among the prominence in the front seats are Messrs. Erich Schyr and Kurt Kihr (lst and 2nd from the right) of the Austrian Association. T hey were representing the Federation at the 17th Annual ICAA Congress in Vie n na. The Congress was attended by a l most 700 persons, including over 450 delegates, who represented airports, professional air transport bodies and international organizati ons such as IFATCA, AACC. AOCI, ASECNA, IACA. IATA, ITA, WEAA and IFALPA. They came fro m 56 countr ies and were offic ially r eceiv ed also at the 4th International Airport Construction and Equipment Exh i bition, AIRPORT 77, sponsored by ICAA.

the aerodrome and approach function by sit ing the radar display within the control tower, otherwise the approach cont rol unit can be sited independently of the Control Tower Building itself, or even within the appropriate Area Control Centre. The physical location wi ll depend upon the particular traffic environment and the Approach function should be planned to provide a flexible service to the overall A.T.C. system.

Data-Flow Displays Data flow displays and other displays should whenever possible be automatic so that no action is required from the controller, other than an acknowledgement or a single input request. He should be able to obtain clear concise information whether it be the latest weather, Runway Visual Range (RVR) or the time of the next slot and/ or level, with the minimum of effort and a rapid response time. It may well be that much of this info rmation can only be obtained by a computer link to a Parent Control Centre but whatever method is used speed is the essence.

Approach Control The efficiency of any Approach Control Service is directly affected by the overall ATC system which serves the complex within which it is geograph ically situated and for the purpose of this presentation it presumes this to be an accepted fact. In this context it is now intended to examine equipments both presently available or based upon known technology.

Radar When airports start to reach a movement rate, where delays as a conseq uence of the operation of a procedural system, become unacceptable, then surveillance radar becomes essenti al. In addition to sequencing traffic and providing much reduced but safer separations, this primary tool can, on its own, become a useful approach aid by providing a safe approach down to 1 '2 mile and/or 200 feet under carefully controlled conditions. Siting of the radar antenna without screening is particularly important and aesthetic appeal should be of secondary consideration. Controllers may only require medium to short range radars for approach work w ith weather-free, good resolution, and frequent renewal rate. The associated Displays should be capable of use in a daylight environment. It may be possible to combine

Secondary Radar Secondary radar is being adopted for more and more of the medium to large airports and is an invaluable aid. Virtually all modern aircraft are now equipped wit h transponders and the secondary information wi ll, by providing instant identification, coupled with automatic height readouts, allow controllers to handle more traffic in g reater safety. It also means a large reduction in the volume of Radio Telephony. When t he system is coupled with computers, such as used in the United States and Europe the amount of information displayed to the controller is almost limitless and the advent of this equipment is regarded as the most significant advance of the last decade.

Closed Circuit Television (CCTVs) CCTV is another useful piece of equipment and by multichannel switching, can p rovide a multiplicity of data ranging from weather in formation, departure times, Expected Approach Times and Serviceability States. They can also be used for relaying in formation from one unit to another (e.g. Stand Occupancy). However all displays require to provide simple, concise and clear information that can be eas ily interpreted by the controller.

Electronic Data Displays (E.D.D.) Electronic Data Disp lay can be a very useful aid to the controller parti cularly in busy Terminal Areas where they can be associated with the Computer Complex at the Pa rent A rea Contro l Centre. As with all of these sophisticated equipments. however, there is a need to avoid over-complication. The criteria should be to provide for the controllers needs and to restrain the natural tendency to exploit technology beyond these needs which often results in the requirement for a compute r operator in addition to the control ler.

Airport Terminal/Departure Information Service ATIS-AOIS is purely a relay service giving weather information, runway and serviceability states but saves the controller an immense amount of routine work. They are suitable for the medium /large airports. This equipment should be reliable, simple to use and capable of rapid update from the tower or approach.

General Power Failure This is a major worry for controllers and rapid and automatic back up power supply is absolutely essential for even the smallest airports. Ideally it should be capable of supplying all major equipment, but it is essential, that for communication purposes, a com-

pletely independent supply is available for transmitters and receivers at all times.

Conclusion Whilst this paper does not discuss the enormous variation now available to the airport authorities, it does provide a basic review of the equipment that is available to the controller. It is important that the equipment that is provided, is matched to the intended type and volume of operation. The small airfield operating in daylight only may need no more than two-way radio whilst the larger airport providing a 24 hour, all weather operation will need most of the equipment described. Whatever equipment is provided it must perform its function with the utmost reliability so that it is available at all times to • meet the controllers needs.

International Federation Of Air Traffic Controllers Associations Post Of

Executive Secretary Applications are invited for the post of Executive Secretary to the Federation. This vital and demanding position will become vacant in January 1979. The Executive Board will consider applications and announce their decision in June 1978. A mutually acceptable hand-over period will be arranged in Autumn 1978. Further information, Terms of Reference and details of remuneration may be obtained from: The Executive Secretary, IFATCA, 45, Ottoline Drive, TROON, KA10 7AR Ayr, Scotland, United Kingdom Applications, to the Executive Secretary, must be made by 1st April 1978.

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