IFATCA - The Controller - February 1978 by IFATCA

JOURNAL OF THE I NYE RNATIONAL OF Al R TRAFFIC CONTROLLERS

ASTI (Airport Surface Traffic Indicator) enables even minor airport~ t o have full control of ground traffic at night or under low Runway Visib ility Range (RVR) values. AST! involves a n investmE'.nt of ?~ly a fraction of the costs involved in_trad1!1onal ground radar. The indicator is built up from standard radar components, there by keeping maintenance costs at an ab solute minimum. AST! is the result of a joint development proj ect with Danish Airport Authorities.

The equipment has been in full operational service at Copenhagen Airport, Kastrup f o r the past year. AST! operates in th e X-band and ensures positive det ection of ground traffic in all weather conditions. AST! s uppresses areas of no inte rest to optimize detection of ground traffic on runways and t axiways.

ASTI Airport Surface Traffic Indicator Contact our experts to be on the safe side.

Dannebrog Elektronik AS System Division Hovmarke n 6, DK-8520 Lystrup St. Arhu s Telefo n 06 - 22 20 00 Telex 64599 danesd dk. Telegram Terma

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IFATCA

JOURNAL

AIR

TRAFFIC CONTROL

THE CONTROLLER Frankfurt am Main, February 1978

Volume 17 • No. 1

Publlaher: International Federation of Air Traffic Controllers' Associations, P. 0. B. 196, CH-1215 Geneva 15 Airport, Switzerland. Oftlcers of IFATCA: J-D. Monin, President, 0. H. J6nsson, Vice-President (Technical), H. H. Henschler, Vi ce-President (Professional), E. Bradshaw, VicePresident (Administration), H. Wenger, Treasurer, T. H. Harrison, Executive Secretary. Editor: Sqn. Ldr. Brian C. Jones Zeppelinstrasse 18 D-4830 GOtersloh 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 (06 11) 21 08 86 22 Publlllhlng Company, Production, Subscription Service end Advertlalng Salea Office: Verlag 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. Printed by: W. Kramer & Co., Bornhelmer Landwehr 57 a, 6 Frankfurt am Main 60 (Federal Republic of Germany). Subscription Rate: OM 6.- per ann um for members of IFATCA; OM 16,- per annum for non-members (Postage will be charged extra).

Apron and Control Tower at Berlln-Tegel. After Berlin-Tempelhof airport was closed to civil flights, the newly constructed Tegel airport took over all airline operations on September 1, 1975. Since then PAN AM together with many other international airlines serve the flying public in and out of Tegel (See article "50 Years PAN AM" on page 27.)

Contributors are expressing their personal ·points of view and opin ions, which may not necessarily coincide with those of the International Federation of Air Traffic Controllers' Associations (IFATCA). IFATCA does not assume responsibility for statements made and opin ions expre ssed, It does only accept responsibi lity for publ ishing these contributions. Contributions are welcome as are comments and criticism. No payment can be made for manuscripts submitted for publication In "The Controller". The Editor reserves . the right to make any editorial changes In manuscripts , Which he believes will Improve the material without altering the Intended meaning.

CONTENTS Strategy of Traffic Regulation in Western Europe

The Danish Civil Aviation School

By Accident or Design

. .

International Law - Part XV

Another Experience . . • 50 Years PANAM

News from Corporation Members

Cartoons: Helmut Elsner.

The Talking Computer

Fotos: ~rchive, Danish Tourist Board, Dannebrog Electronics, Danske Luftfahrtsskoie, DPA, o. Engelmann, Flughafen Frankfurt AG, H. Hauser, K. Lehnertz PANAM, Sperry Un ivac. '

Universal News . . . .

News from the Federation

INTERCOM - Letters to the Editor

Publications Review

Tail Piece

Corporation Members of IFATCA

W~ltten permission by the Editor Is necessary for re printing any part of this Journal.

Advertisers In this Issue: Dannebrog El ectronics (inside cover), Cyprus Airways (page 2), MALEV (page 6), Sperry Univac (page 9), Hollandse Signaalapparaten (page 11), Danske Luftfahrtsskole (page 13), Ferranti Ltd. (pages 24/25), IFATCA 78 (page 45), Racal T hermionic (back cover).

/,...... Larnaca

Cairo

It's been the same old story .... Since time immemorial Cyprus has been called " the crossroads of the Mediterranean"such were the comings and goings. So its hardly suprising that an International airline had root here. And grew. is pleased Today, CYPRUS AIRWAYS to announce, there are more comings and goings than ever. To more places than ever ... 15 major cities in Europe, Middle East and the Gulf States-and in splendid comfort, with fast comfortable jet liners.

Cyprus Rirways THE AIRLINE OF CYPRUS

Editorial

As Others See Us There are many sceptics of Public Relations, a practice considered, by some, to consist of 'propaganda', 'persuasion', or just plain 'covering up'. If however, you think of PR as a method of keeping people continuously, accurately and truthfully informed about the aims, activities and achievements of an organization and then consider the penalties of not so doing, you have a strong argument in its favour. Writing this in the early New Year with the RVR at 50 metres and the temperature apparently cleared no higher than 0Â° C it is difficult to visualize that printing, publishing and distributing will produce delays that mean you are unlikely to read it before Conference in Copenhagen, where, Henning Christensen, President of the Danish Association, assures us "it will be springtime, when the days are usually sunny with some showers." This delay, which is of concern to us, is but one item in one of the Working Papers submitted by Standing Committee II (Publications and Public Relations) as a result of its recent meeting in Frankfurt, FRG. Gallantly chaired by Klaus Piotrowski (VDF) from his bed, where he was recovering from a bad attack of bronchitis, SC II considered that the regular and timely appearance of THE CONTROLLER is an important part of the Public Relations effort of I FAT CA and the questions of modernising the printing process, possibly finding a new printer and, of course, costs, were discussed. Among the many other topics covered was IFATCA representation at International Fairs and Exhibitions, with the French Sub-committee (PR) reporting on the success of our representation at the 1977 Paris Air Show. It is difficult to quantify such success but positive results included cementing good relations with the local ATC administration, several enquiries leading to request for Corporate Membership of IFATCA and face-to-face discussions of the professions' aims and problems with many members of the general public. Claude Bouzier, Chairman of SC II, Sub-committee (PR) may be one of the converted, but he is convinced of the value of good PR, not least at local level. As a result of good local relations, APCA now has the exclusive use of an office at Paris Orly Airport, which is offered to IFATCA for PR purposes. You are invited to drop in - Room No. 3929, 3rd Floor (over Hall No 3). Address for correspondence: Claude Bouzier, IFATCA PR, c/o APCA, CIDEX No A206, 94369 Orly Aerogare. Tel: 5815141 ext 4932 or 3016 (Orly Tower). 3

Standing Committee II in session next to Pio's bed.

Further topics included improved PR arrangements f IF and a proposal to bring the worlds' attention to the conrÂ°r . AT?A Conferences Tasic. Most significant of all, perhaps, was the recommend~~ing plight of Gradimir consideration and support must be given to the Public Rel~~n of SC II that greater as a vital element in achieving the objects of the Federation. ions effort of IFATCA,

PR NOTES

A positive effort is being made in the South Pacific to promot th at regional level. This is apparent in correspondence from Dan iel eG ~ profe~sion Councillor, Pacific, and from the first ever Regional Bulletin, " GO AH~~'ti..Regional

EGATS Journal " INPUT" is now regularly received and very profes . .1 . Congratulations to Editor Mike Lewis, who wields no mean pen wit~io~~I ~ is. quoted in the CATCA Journal. And we owe him a beer {he said a' crate)~ iton_als his heading INTERCOM for Letters to the Editor. Great minds? or using

New Membership Cards are currently being distributed to MAs. Subse issues of THE CONTROLLER w ill contain details of discounts and conces~~ent available to card holders. ions Than k you to those CMs who have supported this Journal with articles of interest to the profession. Working controllers, throughout the world , are avid readers of technical information when it promises improved equipment and increased efficiency and safety. Could we convince you of the benefits of including " (Company Name) is a Corporate Member of IFATCA" in all your advertisements? Doug Blythe is the name of the Marketing Manager {Airport Services) Cable and Wireless Ltd . The name of the Cable and Wireless Ltd Marketing Manager (Airport Services) is Doug Blythe. Not Don Bryce, Don Bynce, nor even Sr Don Antonio Blytiarno as he has been variously miscalled in our Journal and correspondence. We humbly apologise, Dougal Bounce, er . .. Doug Blythe. How do you spell PR, again?

A great opportunity presents itself to the world in July this year when the Editor hangs up his military hat and reports to the Employment Exchange. The job he is looking for will be one t hat allows him more time to work for IFATCA and to make this journal essential read ing throughout aviation administration and industry. He may be wrong, but he's always late. BC 4

Budapest 6-10th Oct. 1977

Executive Board Meeting

Play, Cigany, Play .. . !

View from t he Budapest Tower

Budapest at night as seen from the Duna Intercontinental Hotel.

Dinner party in the famous Arany Hord6. where members of the Board enjoyed the company of Mr. & Mrs. Schmidt (2nd & 4th from the right} of MALEV Hungarian Airlines.

The Executive Board in session in the Duna Intercontinental Hotel.

Erik Voit, President of HATCA. explains to Board members the Radar system of Budapest Approach Control.

After the work was done the Executive Board posed near the Conference Hotel while on a walk to get some fresh air

TIME

MONEY

You save time by f\ying to Budapest. Direct flights from 35 cities of Europe and the Midd\e East

lilALEV Hungarian Airlines

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The Strategy of Traffic Regulation in Western Europe* Introduction Potentially there is so much room in the air for en-route traffic that the total capacity of any air transportation system should be dictated solely by the handling capacity of terminal aerodromes. Nevertheless, the situation in Western Europe today is that the capacity of certain parts of the en-route system is also unable to meet the unregulated demands of aircraft operators - particularly during peak periods. There is therefore at the present time and, for the foreseeable future will continue to be, a need to organise traffic flow in the region to ensure that the demands made both on terminal aerodromes and on the en-route system do not exceed their respective capacities. This means that measures have to be taken to regulate the demands of aircraft operators by the s~rategic planning of traffic movements within the area and the introduction of special procedures for the implementation and tactical adjustment by ATC of the basic strategic flow regulation plan. This paper first discusses methods of increasing the capacity of terminal aerodromes and of the en-route system to reduce the need for special flow regulation procedures. The paper then considers the principles which should be applied in flow regulation planning in the Western European area, the ATC implementation procedures which need to be introduced and the machinery required both to develop and implement flow regulation planning and ATC procedures.

the "turbulent wake" problems which lead to the need to provide greater separation.

R/T Utilisation At busy airfields the R/T loading on GMC frequencies is acknowledged to be unduly high. Every effort must continue to be made to remove from this channel all pilot/controller communications not directly concerned with the control of traffic operating between runway and parking area. Extended use should be made of coded forms of ATC instructions - for example SIDs and taxy routeings. Maximum use should also be made of ATIS facilities to reduce pilot/controller communications workload not directly associated with the control of both arriving and departing traffic.

Radar Facilities At busy aerodromes the provision of high discrimination primary radar facilities is essential for the accurate sequencing of inbound traffic to achieve optimum spacing and maximum landing rate. The availability of SSA-based labelled radar displays can also facilitate transfer of control of both inbound aircraft between Approach Control and TMA sectors, greatly reducing "active" coordination commitments between the units. The provision of Aerodrome Surface Movement Indicating radars or similar technical facilities can facilitate the control of ground traffic when visual control is impossible.

Multi-runway Operations

Aerodrome Capacity General The final limitation on overall system capacity lies in the ability of terminal aerodromes to feed traffic into the en-route system and to digest the inbound traffic offered by the system. IFATCA can make little useful contribution concerning methods of increasing aerodrome capacity since this is mainly determined by aerodrome layout (runways, taxiways, fast turnoffs etc.), marshalling area organisation, passenger handling facilities, lighting aids and radio navigational aids and, of course, operating weather minima for aircraft landing and taking off. The only areas which IFATCA may usefully consider are ATC procedures, separation standards, R/T utilisation (particularly on Ground Movement Control (GMC) Frequencies) and technical facilities.

Separation Standards These primarily dictate rate of utilisation of available runways by departing and arriving aircraft - thereby determining the absolute maximum hourly capacity of the aerodrome. The advent of wide-bodied jets has resulted in the need to increase separation standards, affecting both landing rates and takeoff rates. This leads to an overall reduction in handling capacity and adds to the general workload on aerodrome and approach controllers. The effects can be minimised by measures designed to segregate wide-bodied jets from other aircraft, but aerodrome capacity will still be reduced to some extent. The need to provide greater separation between these jets and following traffic is acknowledged to be necessary at present, in the interests of safety. IFATCA policy already established, however, calls for action to be taken at the design stage of any new wide-bodied jets to eliminate

â&#x20AC;˘ A paper prepared by IFATCA Standing Committee I (Technical) Chairman: Arnold Field, UK.

Where practicable, to facilitate radar sequencing and to obtain maximum utilisation of both arrival and departure capacity, separate runways and approach/departure paths should be used for low and high performance aircraft.

Engine Noise The effects of increased engine noise have led to a significant reduction in recent years in night operations at terminal aerodromes sited close to, or within, built-up areas. A large number of the busier Western European terminal aerodromes has been affected in this way - with the result that the great majority of air transport movements handled by the Region's ATC system are concentrated into an 18 hour period. Both aerodrome and total system capacity at night can only be increased by the introduction of socially acceptable "quiet engined" aircraft or by the provision of aerodromes sited away from built-up areas.

Computer Assisted Approach and Departure Systems (CAAS & CADS} In the longer term, CAAs and CADs facilities may be helpful at very high density aerodromes to obtain greater utilisation of available aerodrome capacity than can be achieved by human judgement. IFATCA has yet to be convinced, however, that these new facilities will do the job better than can experienced controllers with their more flexible approach to changing circumstances.

TMA Sector Capacity In general, systematisation of procedures as a means of reducing "active" coordination commitments between TMA sectors and Approach Control units/en-route sectors offers the greatest opportunity for increasing the capacity of these "middle men" sectors. Because of the general complexity of route structures in TMAs and the unavoidable criss-crossing of climbing, descending and overflying traffic increasing use must be made of profile separation between TMA traffic - though, of course, this must result in a decrease in system flexibility. 7

En-Route Capacity General This subject is considered hereafter under two sub-headings: a} Airspace Capacity - how more efficient use may be made of available airspace by route flying traffic and b} AT~ Capacity - how the capacity of ATC en-route sectors may be increased to cope with increased traffic flow rates.

Airspace Capacity Airspace Planning The ~resent airspa~e organisation in Europe, particularly in Upper .A1rs~ace (UAS) 1s not suited to the requirements of high speed Jet aircraft. The non-standardisation of Controlled Airspace (CAS) vertical limits, coupled with the non-standardisation of the plane of division between Upper and Lower ATS Sectors compounds the problems encountered by ATC in transferring control of traffic crossing international boundaries on ATS routes. There is a need for the rationalisation of intercentre transfer of control points on international routes to overcome the particular problems involved in transferring climbing and descending traffic. Ways should be found of overcoming the consequential Air Defence coordination problems where traffic is thereby controlled by a Centre within an adjacent State's FIR/UIR - without increasing coordination workload on the Centre concerned. The permanent sterilisation of airspace for military activity in many cases inhibits ATS route structure development in areas where this is urgently required. Every attempt should be made to relocate such "restricted" areas, or at least make them available for use by route flying traffic when there is no military activity in progress. ATS Route Structure Development Route structures need to be reviewed with the object of rationalising the location of route intersection and cross-over points. Increased use should be made of one-way only routes. Parallel track techniques should be employed to segregate climbing/ descending/overflying traffic. Extended use should be made of temporary route systems, established on a seasonal, or peak period, basis to provide additional capacity to meet traffic demands of a non-permanent nature. Planning of temporary routes should ensure that route over-loading or conflict problems are not thereby transferred to any other heavily loaded adjacent sector or centre. It is essential that the hours of availability of temporary routes be promulgated in AIPs, together with any special conditions pertaining to their use. Where preferred routes are liable to congestion and the imposition of delays is likely during peak periods, alternative routes acceptable to operators should be predetermined and notified to permit their use by pilots at the flight planning stage, or by ATC for tactical allocation as the need arises. Airspace Status The rules promulgated by various States in the EUR Region related to use of the different types of airspace they individually establish to contain ATS routes are unnecessarily complicated for both ATC and pilots. All ATS routes within the height bands used by route flying traffic should be contained within airspace having the full status of Controlled Airspace (CAS). This is required not only to provide maximum protection for traffic, but also to achieve standardisation of the cruising level allocation systems used by adjacent States, and to increase the capacity of one-way routes by permitting the allocation of "opposite direction" cruising· levels. Reduced Longitudinal and Vertical Separation General The fullest possible advantage should continue to be made of improved airborne navigational and altimetry systems, coupled with improved ground navigational facilities and radar monitoring capability, to increase route capacity by reducing the longitudinal and vertical separation standards which ATC are required to pro-

vide. These separation standards may however only be reduced to minima which ensure the safe control of aircraft, particularly during transfer between adjacent sectors or centres. Reduced Longltudlnal Separation (RLS) ~a~e must be taken where the use of RLS is dependent on the prov1s1on of radar monitoring to ensure that: a) Reversio~ to full non-radar separation of traffic can be readily effecte~ m the event of radar failure or of the enforced imple· mentation of en-route holding. b} Where inter-centre transfer of aircraft is involved bi-lateral agreements ensure that individual flights, properly separated, ar.e not refused at short notice without due reason • • c) Direct controller/co t 11 . t n ro er communications are available for m er-sector or inter-centre transfers. Where reduced separ r . . blished at cruisin a ion is applied between aircraft esta1 1 control must be e~er~~=edsome form of s~eed rationalisation or (This subject is discu d. by ATC when circumstances demand. sse m more detail later.} Reduced Vertical Separation The shortage of cruisin lev I for allocation to jet aircraftgfl . e s above flight level 290 available ymg longer sector lengths is a major contributory factor to . present day c . leading to delays and ATC se a . o~gest1on on ATS routes, ~ ration implementation problems. The sooner improvements • . th m aircraft altim t • •n e vertical spacing of cru· . e ry permit a reduction Both ATC and pilots will h ismg levels above FL 290, the better. reduction is indeed safe' b ~wev~r, need to be convinced that such e ore its acceptance for implementation. Rationalisation of Cruising L Th evel accordln t e great majority of aircraft 9 o Sector Length are turbo-jets, operating now operating along ATS routes levels in UAS. Because of t:o~t economically at higher cruising levels above FL 250 there ''he.mcbreased demand on route cruising , as een a f I o ower levels - particularly FL 1 resultant under-utilisation lisation of cruising levels accord~ 10 to 240. A system of rationabeen introduced in the EUR Rmg to sector length has therefore (lnvol · PenaItY t o operators) to achieve eglon b tt vmg some economic This action is fully supported paert' er overall airspace utilisation · • 1curarry . · d r re uc ion m the number of tran· as it also results in a resolved by ATC en route sectors ~ ~onflictions that have to be aircraft flying relatively short stage ,:~~~~:.he climb and descent of Longer Term Aspects Most of the points made prev· iously ref at to b e sought in airspace utilisation . b e to improvements I 1 m oth · ~erm. td s. to :e h~ped, however, that, in ~~d1~m and long 1~tphrove ad1rcra . na~1gational and altimetric cap:b. ?nger term, wr groun monitoring capability Will f . . 111ty, together . ' ac1htate route structure deve Iopment and rationalisation and a · It 1s · m · th ese two areas that a furthreduction ·1n separation . en'tena. capacity for route flying traffic is most likelye; increase in airspace o be achieved.

ATC Capacity General Certain of the measures discussed above will allev· load on ATC en-route sectors, but, in general •ate t~e Workin airspace capacity achieved will result in a' any increase increase in the volume of traffic to be controlle~o~esponding sectors. It is essential therefore to consider how ATC ca~a e~-route be increased, not only to cope with present day traffic fl~~ty may also to keep up with expected increases arising from imp:· but airspace utilisation. oved ATS Personnel The first point to be made is that States should ensu sufficient controllers are available at all times at all units t re that 0 with peak traffic demands. These controllers should b cope licensed to the highest ICAO standards and competent . e fully · . m all the t ech nrques applicable to both radar and non-radar control A · con-

Sperry Univac's ARTS msystem not only puts a plane's altitude aild airspeed right on the radarscope, 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 Ill 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, altitude 9700, speed 280. And the MSAW

enhancement automatically alerts the traffic controller when a plane is too low. By automatically handling as much of the r.ote work as possible, ARTS III 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 U nivac bringing together specialists in digital technology and air traffic control - the result is the most experienced ATC systems supplier in the world .

SPE~Y1~UNIVAC P.O. Box 3525, St. Paul , l\f.innesota 55165, U.S .A .

tinuing process of training and education should be available to ~nable controll~rs to be ~dequately informed of new developments m ATC operating techniques and in the implementation of flow control procedures. The standard of operating efficiency of all controllers should also be regularly checked. It is furthermore essential, particularly in the EUR Region that controllE~rs of ~II countries understand each other's problem~. To meet this requirement there is a need for the systematic interchange of operational controllers between adjacent States involved in the application of flow control procedures. . Controlle.rs and pilots are both intimately concerned in the 1~plementat1on of Flow Control. To ensure a mutual understand.mg of each other's difficulties it is essential that facilities be provided for regular discussions on Flow Control problems to take place directly between controllers and pilots - to the benefit of both. Sectorisatlon . ~heoretically, further geographical, vertical or functional sectonsat1on of the en-route ATC organisation, possibly effected in combination, would increase the capacity of heavily loaded ACCs. However, the reduction in the control and monitoring workload on individual controllers so achieved would, in practice, be off-set largely by a consequential increase in inter-sector coordination workload. However, in areas where the majority of aircraft controlled are established at cruising level, further vertical sectorisation could provide the additional capacity required to permit an extension of the use of RLS on ATS routes - with no significant increase in inter-sector coordination workload or in cockpit frequency change workload.

craft where the separation provided from the aircraft ahead does not cater for. t?e "catching-up" factor. The unrationalised use of co~~on cru1sm? l~vels by aircraft with significantly different cruising speeds mev1tably results in under utilisation of available route capacity. The only way of overcoming this particular problem is by the d evelopment of some f f t" . . . . orm o ra 1onahsat1on of route/level allocat 1on according to cru· · d . 1smg spee , or some form of speed control as practised for some tim ' a touch sub· e now on NAT routes. This is, however, Y. J~ct and calls for more detailed study by IFATCA in consu~tation with both airline operators and pilots. It 1s current practice f . cruising lever rath th or pi 1ots to flight plan for optimum one of the revels promulg~ted as available for ~lloca~~n preferential flight le y Centre on those routes on which the 1 table to ATC but tve system is applied. This procedure is accep, • o reduce the re · troller/pilot negotiation .t quirement for subsequent conbe found for pilots to n~;. w~~ld be most helpful if some way could Which would be accepta~7e _ also ?f the range of cruising levels ~ particular the highest acceptable level. In any event it is level allocation system fessential that details of the preferential • or routes on wh· h "t • . mulgated in AIPs to enabl 1c 1 1s applied, be pro· basis of the lowest allocatabel ope~a~ors to plan fuel loads on the e cruising level . . On certain routes the cruisin I 9 eveJs available for assignment are dependent on the rout .

:n :or

thei~ itineraries. It is esse~~~st~:tbe followed by aircraft later in ACCs charged with level allocat1on on these routes b . . f . e provided With th . m ormation on individual fli ht . e necessary routeing ~lem at Centres where the fl~ h:· This. presents a significant prois computer-derived and b 9 plan information provided to ATC ased on p meters. re-set and inflexible paraThe final point Which mu t b s e made · rou t e/I evel allocation plan · t is that any preferential b"I1 in reduced sh I ity to permit controllers to all ou d have sufficient flexic"f . h the agreement of th ocate levels o th er than those spe1 ie d (wit "t · e receiv· s1 uat1ons so demand or permit. mg Centre) when traffic

Use of Preferential Flight Level Allocation System to Reduce Traffic Conflictions at High Density ATS Route Junction/Cross-over Points The random flow of traffic converging or crossing at the same cruising level at heavily congested route junctions has is the past resulted in additional workload on already heavily loaded sectors. It has even resulted in over-saturation of route/level capacity at the route confliction point, creating for ATC difficult, and in some cases unresolvable, problems in the maintenance of separation ATC Telephonic Coordination and D between traffic. The proportion of total work! data Exchange Workload tabi e t o te Iaphonic coordinationoaandofdan en-route sector attribuWhere problems of this nature occur regularly action has already been taken by individual States - and latterly by the ICAO general, unduly high, and every eff rt ata exchange tasks is in "a c t"•ve " coor d"mation · commitment 0 should b e made to reduce ' Informal Flow Control Group - to introduce flight level allocation all sector capacity. s as a means of increasing oversystems which ensure that traffic converging on or crossing heavily congested key points in the European ATS route structure are As far as data exchange is co ncerned i separated vertically at the junction/crossing point. This has been only t~rough the use within Centres of autornprovements can come achieved by allocating different levers for assignment on each of and display systems and through th . mated data distribution base d d ata exchange links between e d"mtrodu c t"•on of computerthe routes concerned. This system has proved extremely effective · Iy (b ut when?) to on-line wo k" a Jacent c entres - lead"ing from the ATC viewpoint, but inevitably results in a marked reducu t1mate r ing betw · ' tion in the number of cruising levels available, particularly in UAS computing systems ?f t~e Centres concerned. een the flight data for use by ACCs generating traffic on affected ATS routes. The As far as coordination is concerned 8 0 further an ACC is from the problem area the fewer are the number can only be achieved by increased use ; .~Uction in workload of levels available for allocation. It is absolutely essential, theretransfer of control procedures through th llent" (or passive) . . e estabr h fore, that the rationing system should be based on the demands is rnent of stan dard1sed operating procedures - i e Pro . · · cedures b . made by operators on the individual Centres involved (as detercraft are cleared m accordance with a pre-arr Y Which airration and profile/level assignment plan negant~ed routeing, sepamined by traffic analyses/forecasts) and that it should be regularly ' o 1ated h priate between adjacent Centres. The principl w ere approreviewed and adjusted as demands change, year by year. where aircraft are cleared in accordance With ethshoufd be that, To compensate for the reduced number of levels available to "active" coordination between transferring and e .agreed Plan traffic-generating Centres it follows that, to increase route capacity rece1vi • lers is not required. The increasing availability at C ng controlto meet traffic demands, the use of RLS between aircraft esta0 SSR derived labelled radar displays, providing unambl=~~res blished at cruising level must be extended. The cruising speeds of identification and height information on aircraft being turs aircraft aircraft using ATS routes at the favoured higher levels vary widely, . ansferred . between ad1acent sectors or Centres should be used to the however; at the bottom range of the scale are a small number of mum extent possible to facilitate the implementation of these :~xi turbo-prop aircraft cruising at 290-310 kts. Next come the executransfer of control procedures. nt tive jet aircraft at 320-420 kts, followed by the main bulk of route flying public transport jet aircraft cruising in the range 420-500 The other major coordination commitment resulting in kts. All these aircraft compete for the same limited number of high sector workload is "active" civil/military coordinati Unduly cruising levels available for allocation. Particularly over longer method of effecting civil/military coordination varies s· ~,~· The 1gn11cant1 stage lengths, significant erosion of longitudinal separation is from State to State and depends on the relative respon ·b·i· . Y ·1 d .,. . . SI . bound to occur on many occasions and there is a natural reluctance th e c1v1 an m1 1tary organisations for the provision of A" I 1t1es Of . · t o GAT, OAT, Air · Defence and Research a d ir Traffic on the part of receiving Centres to accept a significantly faster airServ1ces n 0 eve lop-

Overview

High accuracy, high resolution, high brightness - daylight- presentation together with excellent radar perlonnance under all-weather conditions, were the design criteria for Signaal's new Airport Surlace Detection Equipment (ASDE). It presents a complete overview of an airfield and its precincts at surlace level. Outlines of runways, taxiways, buildings and all stationary objects and surlace traffic are clearly shown. The systems

typical detection perlonnance for a 3 sqm target is 10 km under clear weather conditions. Due to its 18 mm radar even at a 16 mm/ hr rainfall the same target is still detected at 5 km. A typical value for the resolution of this radar is 7 m by 7 m. Already in operation at Schiphol, Amsterdam's international airport, Signaal's new ASDE represents a major contribution to airport safety and efficiency.

The 1\§DE antenna system, atop thP control tower. has a very low turning sp~cd. (60 r.p.m.) which enhances rc habil1ty. The total weight of the antenna s~1 stcm is only 600 kg. Digital scan (·onvcrlers (DISC'O's). for converting radar r in formation into TV-type video for bright chsplay purposes. will eaeh aecomodate up lo ~ix display consoles. The displayed picture (luminanee :3Gcd1m~) is \·iewed in broad dayligh1. F'or a c:ompl0te o\·erview of this new high all-weather ASDE. writ0 to: Hnllandsc SignaalapparatC'n BV. P.O.Box 42. Hengelo. The Netherlands. brightnc~s.

Partner in Philips-in-Aviation ... total capabilit y from the ground up

HOLLANDSE SIGNAALAPPARATEN

ment Flights and on airspace status and traffic priorities. The objective, in all cases, should however be to reduce to the minimum the requirement for "active" coordination between• busy sectors controlling route flying GAT and organisations controlling other flights. ATC R/T Workload

Every effort should be made to further reduce R/T workload on en-route ATC Sectors by the improvement and international extension of "omit report" procedures - in line with the development of labelled radar display facilities. R/T phraseologies should also be updated and improved. It is furthermore essential that additional measures be taken, where necessary, to ensure that operational ATC R/T channels are not used, except in emergency, for non-operational air/ground message exchanges. Radar Monitoring Workload

Reductions in workload thus achieved will inevitably lead to an increase in the radar monitoring workload of en-route sectors. IFATCA WP 72.B.9 is entirely devoted to a study of this subject and details current IFATCA policy. In the longer term we must look to the development of computer techniques for the monitoring of time keeping, track keeping and separation between aircraft and the timely alerting of controllers to situations requiring their attention· as the only practical means of reducing the workload on ATC en-route sectors arising from increased requirements for the radar monitoring of traffic. In the meantime, however, it is essential that the monitoring workload of sector controllers operating in the "manual" mode, especially that incurred by the extension of RLS procedures, be contained within their overall workload capacity. This can best be achieved by organisational means including, possibly, the provision of separate personnel on a sector, where needed, for the control and monitoring functions. Facility Improvements at ACCs The provision of digitised primary and secondary radar data processing and labelled display systems and the extension of the use of computers for the processing, filtering, distribution and display of flight data and for the monitoring of separation and track keeping accuracy, are seen as the main means by which ATC sector capacity will be significantly increased in the future. Great care must be taken, however, to ensure that the computer up-date commitments of controllers are kept to the minimum practicable i. e. to the input of information which cannot be determined by the computer itself (e. g. controller assigned flight levels). Longer Term Aspects Although further systematisation of ATC procedures to reduce the need for "active" inter-controller coordination must continue in the longer term - leading, unfortunately, to increasing loss of flexibility in the System itself, we must look primarily to route structure improvements, coupled with improved aircraft navigational capability as the main means of increasing sys~em capa~ity, link~d with ADP developments at ACCs - both at national and international levels.

Flow Regulation Planning Principles General In the first place it is necessary to develop a basic strategic plan designed to ensure that, when conditions are "normal", the sustained handling capacity of terminal aerodromes, TMAs and en-route sectors is not exceeded. For the purposes of this paper "normal" capacity is defined as that pertaining when full ATC man.ning is provided, when all ground navigational and ATC tec~m cal facilities are serviceable, when all runways/taxiways are available for use and when weather effects do not reduce capacity in any way. It is further necessary to ensure that the basic strategic plan be tactically adjustable by ATC: 12

a) to achieve maximum utilisation of available system capacity when the demands made by users on individual ACCs fall below the capacity made available to them, and b) to ensure that traffic flow rates may be reduced by ATC whenever the "normal" capacity of an aerodrome or sector is temporarily reduced for any reason (e. g. adverse weather conditions, unserviceability of essential technical facilities}.

System Capacity Assessments The starting point for planning must be the accurate assessment of t~e "normal" system (rather than short term peak) handling capacity of aerodromes, TMA sectors and en-route sectors within the system area. It is a relatively simple task to assess the normal capacity of a~ aerodrome and to express this capacity in terms of the hourly l~nding/take off rates Which could be sustained over a long period (in normal operating conditions).

~or en-~oute operations the theoretical capacity of individual rou. e.s colu d be ascertained mathematically by reference to the C ru1smg evels available d th applied It is howeve . an . e ICAO separation standards · r, 1mposs1ble to ach· · . . _ . ieve m practice anything near full utilisation of The reasons are purely en ro~te capacity d~termined in this way. variations, time-keeping p~ac ical o~es and include cruising speed level utilisation by aper tinaccuracies, the economics of cruising • a ors and the · In fact ATC hand!" . irregu 1anty of user demands. mg capacity is If tor on en-route sector c . u imately the restraining fac"normal" en-route ATC aracity. The objective assessment of possible, to achieve be"insgecd or cadpacity is very difficult, if not im• epen ent on a b "eh . differ significantly from sect num er of factors wh1 analysed in some detail in th°: ~o s.ector. These factors were 72.B.12} which fFATCA submitt dorkmg Paper (Annex B to WP Meeting. Certain individual State Ito the ICAO VI EUM RAN rently studying possible method:sof nc the. EUM Region are curassessments, and the European Ai N a~rym.g out these objective also considering how standardis ~ avigation Planning Group is within the EUR region. e methods might be adopted No satisfactory method suitabl f so far been agreed and the only pe otri general application has racc~wa f . . Y o assessing enroute sector capacity is by subJ"ect· . ive method s - that is to say by the direct observation of individu . a1 en-route coupled with the personal assessme t sector operations, sectors. n s of controllers manning the It is natural for Controllers to ass . ess sector . of the number of aircraft that can be saf 1 h capacity in terms at any one time (Instantaneous traffic P:!k andled Within a sector quired, however, for planning purposes . s, or l.P.s). What is re• is an as hourly flow rate which a sector can handle _ i sessment of the aircraft which can be accepted, controlled · e. the number of given period. and handed off in a The foregoing comments are related to "n ormat" sessments and are intended to provide a basi 5 f capacity asregulation planning. However, the capacity of or strategic traffic aerodrome s and enroute sectors is frequently reduced temporarily warn ing, below "normal". These reductions ma; usually with little ber of reasons, again analysed in some detail in ~F~~~!~: a numthe VI EUM RAN Meeting. Reassessment of capac·ty . W.P. to . 1 m these s·1 tuations can only be carried out by ATC personnel on d ty u at the Once again h time at the Aerodrome or Centre concerned. . • owever such reassessments must be made in terms of rates of flow. '

Traffic Analysis/Forecasts The other basic information required for strategic flow regulation planning is the current and future demands of airspace users on the ATC system - in regard to both aerodrome and route/flight level utilisation within the region. It is essential that the analysis and forecasts be as accurate as possible and that they be regularly up-dated. The EUR region analysis and forecasts used should be based on data provided by States within the region. The data provided

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Â·---------DEN DANSl<E LUFTFARTSSKOLE THE DANISH

CIVIL AVIATION SCHOOL, COPENHAGEN , DENMARK .

CERTIFICATE OF EDUCATION AIR TRAFFIC CONTROLLER -

AERODROME AND APPROACH RATING

The Danish School of Civil Aviation was founded in 1958 and has educated approximately 250 students a year in aviation. The school is CAA approved and recognized by !CAO. Since 1973 72 foreign students have been granted scholarships through DANIDA (the Danish International Development Agency) . Our ATC simulator system offers three standard courses : AERODROME CONTROL - APPROACH CONTROL - AREA CONTROL. Please contact the school for further information. The Danish Civil Aviation School , 28 Hermodsgade, 2200 Copenhagen N, Telephone 01-812533.

SEE US AT THE IFATCA CONFERENCE IN COPENHAGEN IN APRIL NEXT

l ________j 13

m~st cover all traffic utilising the ATS route network in the region - 1. e. IATA and non-IATA transport flights, military GAT flights and General Aviation traffic. The information should include details of alternative routings acceptable to operators where such are known.

Matching of Demand to System Capacity The basic principles of flow regulation planning should be: a) To ensure that demand does not exceed "normal" system capacity, and b) Where regulatory measures have to be taken to achieve this the !low allocation on affected routes should be in direct pro~ portion to demand, assuring the most equitable possible distribution of route/level capacity.

Strategic Planning of Traffic Flow Aerodrome Utilisation Planning Where user demand exceeds the established normal handling capacity of an aerodrome the only practical method of regulating the traffic flow on a strategic basis to match the hourly movement rate to capacity is by arrival and departure scheduling. This method has been adopted for some time at certain major terminal aerodromes in Europe and has most effectively ensured that, when aircraft operate to schedule and when operating conditions are normal, ATC can satisfactorily dispose of the offering of both inbound and outbound traffic - without recourse to special additional flow regulation action.

En-route Traffic Flow Planning

required p~rmanently, separate figures should be promulgated, as appr~~na~e, for hour of the day, day of the week, or season. The not1f1cat1on to individual traffic generating Centres should make ~lear exactly which traffic using a route is subject to flow re~ul.at1on (by reference to destination or subsequent itinerary) this . 1s because not all traffic being transferred may in fact be routing through the trouble spot sector or sectors further along the route.

Implementation of Flow Regulation Aerodrome Aspects {Arriving flights) Normal Capacity Operations Where the handling ea ·ty ft paci of an aerodrome is "normal" and · a1rcra are operating to pr measures have to be take e-p 1anned arrival schedules, no special d' n to regulate the flow of traffic inbound to the aerodrome fro m a Jacent ACCs. Reduced Capacity Operations If the handling capacity of an . for any reason to the po· t aerodrome is temporarily reduced h m at which the ff f . . . w ether or not operating to ow o arriving traffic, mat" capacity pre-planned schedules based on "nor' exceeds for a sign 1 'f icant period the handling capacity of the aerodrome act· ' ion must be inT 1 1at ed by the parent ACC to reduce the flow of traff'10 . b TMA. m ound from adjacent ACCs to the

It must, in the first place be th trot at the aerodrome to n~tify th: responsibility of Approach Conand expected duration of the d parent ACC of the reason for, . • re ucr · . the revised landing interval to be ion 1 ~ capacity - together with assess the offering of inb applied. The ACC must then route by route basis and oduntd traffic from adjacent ACCs on a e ermine an · accep t ance rates for each route. Ad' equitable distribution of formed of the restrictions the Jacent ACCs must then be inex t d ' reason for the' · pee e duration. Assessment 0 f lr imposition and their taken must rest with ATC pe the appropriate action to be drome concerned. It is how::eornnet at the Ace serving the aero. r necessary f . or ACCs to have the orgamsa ion required to deaf eff . and to deal with ensuing Expe~~1:ntly With this type of situation and, where necessary, the divers~ Approa~h Time assignments dromes. ion of traffic to alternate aero-

The en-route sector capacity assessments referred to earlier provide basic information on the overall hourly acceptance rates of en-route sectors. The traffic analysis/forecasts show the demands made by operators on individual route segments controlled by these sectors. Where the total demand is shown to exceed capacity the overall hourly acceptance rate of a sector must be broken down into acceptance rates per route (and in some cases per level) at the sector entry fixes. To ensure the most equitable allocation per route at these fixes it is essential that allocations be directly proportional to user demands on the routes in question and that these allocations be regularly reviewed to keep up with changing user demands. When the flow of traffic on a particular route through a "bottleEn-Route Aspects neck" sector has to be restricted in this way, there is inevitably a Normal Capacity Operations chain reaction back to all other Centres or Sectors generating traffic on the route. It is again essential that the traffic analysis/foreWhere it is necessary for re t . . . s nct1ons to b . casts be used to ensure the most equitable possible sub-division e imposed on the ra t e of fl ow of traffic on specified .. . routes and at Ieve Is, th ese will be promulgated . t of the total route/flight level allocation between the traffic genespec1f1ed cruising rates. Since the objective is not onl~nt erms of hourly acceptance rating Centres or Sectors concerned. but also to ensure an even distr·ibut? reduce the hourly flow rate In this way hourly flow acceptance rates can be calculated, on ion of t ff'1 • hour, it may be necessary for acceptan ra c throughout the a route by route basis, for implementation by Centres and sectors . ce rates to b f . . e urther broken down mto rates per 15 or 20 minutes. Th generating traffic heading for the "bottleneck" areas. utilisation of transfer point "slot time" q e efficient and equitable The next question is how best to regulate traffic in accordance traffic on routes subject to flow restrict'iouot~s by ACCs generating with these flow rates. Ideally this would be achieved by an overall . ns is a corn I t1cularly where the Centre has to integrate tr . P ex task, pardetailed scheduling plan covering the whole area. For the foremore than one departure aerodrome served b affic departi_ng from seeable future, however, a flow regulation implementation plan of flying traffic already established on the r t Y the ACC with overthis sort would be almost impossible to achieve - because of the ou e It · · cumstances, essential for the ACC in quest'i ·t is, '" these circomplexity of the project and the near impossibility of reconciling on o have an eff' · organisation set up to assess flight plan dat t ff' •crent the requirements for the schedules not only to meet flow restric. a on ra 1c offerin 9 on the routes to effect an equitable utilisation of the FI tions required en-route - but also to fit the scheduling require. . d ow quota available and. to notify eparture aerodromes of expected dela ments of departure and destination aerodromes. A solution of this and take-off times. Ys nature should, however, be sought in the longer term, since it Considerable experience has now been gained by Ace . would provide the most satisfactory and most easily implementable Europe in the implementation of flow regulation proced s ~n long term strategic flow regulation plan. this manner. Clearances issued by ACCs are generally calures in For the foreseeable future, therefore, the task of regulating traf. . culated on the basis of allocated transfer point "slot times" It h fic flow on restricted routes must fall to the transferring ACCs or . as been sectors controlling aircraft outbound on the affected routes. For this proved however that a plus/minus 4 minute tolerance for d'ff 1 task to be efficiently discharged it is essential that the flow rate ces between planned and actual times over transfer point erenfigures for transfer of control points be notified well in advance be allowed for in implementation procedures. It is, theref s must . rt t th . . ore, also of required implementation dates. Where the restrictions are not 1mpo an at receiving Centres allow some flexibility 1 ·n th e over14

lap of specified quota periods - on the understanding, of course, that the transferring Centre will meet the requirement to spread the traffic flow through the transfer points as evenly as possible overall. Where the distance from the departure aerodrome is such that aircraft cannot reach assigned cruising levels before transfer, interCentre procedures should ensure acceptance of the aircraft by the receiving Centre on the climb or at a standard pre-arranged ALCE level (other than one of the preferential levels allocated for the route). In both cases transfer point quota allocations should be based on the eventual assigned cruising levels. Even in peak traffic periods it frequently occurs that the traffic offering at a generating Centre can be assessed in advance as being less than the capacity available on a route. In these circumstances the receiving Centre should be notified to enable the spare route capacity to be reallocated to other Centres generating traffic on the route.

Reduced Capacity Operations When the handling capacity of an en-route sector is temporarily reduced below "normal" for any reason (e. g. outage of essential technical facilities) the sector personnel should immediately assess its revised capacity. The ACC should then assess the requirement to restrict traffic flows on individual routes affected and take appropriate implementation action.

ICAO Flow Control Procedures The Flow Control procedures applicable to the EUR Region are promulgated in Doc. 7030. They were originally developed by the ICAO sponsored Informal Flow Control Group, the decision being made at VI EUM RAN that they should be accepted as Regional Supplementary Procedures. They provide a basis for the implementation of flow regulation measures in the existing environment in the Region, but need to be kept under constant review, together with the procedures promulgated in Doc. 7030 for the use of Reduced (5'/30 miles) longitudinal separation.

Machinery for the Development and Implementation of Flow Regulation Procedures in Western Europe General Responsibility for flow regulation planning on a Regional basis is currently vested in two separate bodies: a) The Western European Informal Flow Control Group (IFC) for short-term planning. b) The European Air Navigation Planning Group (EANPG), in particular its Airspace and Traffic Management Sub-group (ATMG) - for medium/long term planning. Inter-centre Letters of Agreement are generally used as the medium for the detailed definition of flow regulation implementation procedures agreed bi-laterally by the ACCs concerned. Responsibility for the implementation of flow regulation procedures is currently vested in individual ACCs although in compliance with a recent recommendation of the EANPG, some States have established, or are establishing, special Natural Flow Coordination Cells to effect implementation on a national basis and to participate in national flow regulation planning. The establishment of a Regional Flow Coordination Cell to implement and plan flow regulation procedures throughout the Western European area is the declared ultimate objective of the EANPG.

Western European IFC Group Twice yearly Meetings of this Group are held under the auspices of the ICAO Paris Office to allow States and International Organisations directly concerned with flow regulation planning, procedures and implementation in Western Europe to consider what

short term measures should be taken to effect overall improvements year by year. As a result of a decision made by the 1972 Conference IFATCA applied to the ICAO Paris Office for representation at these Group meetings. The application was subsequently approved by the members of the IFC Group and the Federation has actively participated since Spring 1973. Our Delegation's reports confirm that IFATCA has a useful input to make to the work of the Group, but highlight the need for the establishment of official policy on Flow Control matters for the guidance of our Delegates - hence this Working Paper. To assist in the preparation of briefing material for the Autumn "post mortem" meetings of the Group it is, furthermore, essential for Member Associations in the Western European area to report on the effectiveness of flow regulation procedures during the summer traffic period and put forward proposals for any improvements required. This information must be provided by MidOctober each year.

EANPG This planning organisation was established by the VI EUM RAN Meeting and among the tasks allocated to it is the study of methods of increasing system capacity and the longer term devel?pment of flow regulation planning, procedures and implementation machinery. The ATMG sub-group of the EANPG is, in fact, responsible for dealing with these subjects. So far only two Meetings have been held by this sub-group and it is too early to be able to ass.ass how effectively it will discharge its flow control tasks. For the time being it is considered that IFATCA should continue to sit on the sidelines and watch the progress made. To this end arrangements have been made for IFATCA to be regularly supplied with repo~s on the action taken and decisions made by the full EANPG. but .'"~ formation on the work carried out by the ATMG sub-group, wh.ic would be of particular interest to the Federation, is not yet being received.

Letters of Agreement The longer term objectives must be for the detailed definition of standardised inter-centre flow regulations implementation procedures applicable throughout the Western European area, bilateral agreements then only being required to define administrative and organisational details. In the meantime, Letters of Agreement are required not only to designate the person at each ACC authorised to initiate or change Flow regulation acceptance rates on routes used by traffic inbound to the ACC but also to define detailed inter-Centre procedures and coordination requirements. Full account should be taken during negotiations for the establishment of inter-Centre Letters of Agreement of the operational limitations of introduction of the measures under discussion. Personnel, as well as equipment limitations should be fully considered before an agreement is signed.

Scheduling Organisations Scheduling committees have been established at many major aerodromes to resolve the conflicting demands of operators and to agree an overall scheduling plan which ensures that the ca~~Â city of an aerodrome is not exceeded during peak aerodrome utilisation periods. Liaison between these committees on a national basis is also desirable as a means of reducing the en-route congestion problems encountered within national airspace. In the Federal Republic of Germany the Office of the Airline Scheduling Coordinator has extended the latter principle by the inclusion of operators overflying the State within an overall scheduling plan aimed specifically at reducing en-route and terminal airfield congestion. This long term national strategic traffic planning does not include military flights, but even so. there was evidence in Summer 1972 that a significant improvement in the flow of en-route traffic in FRG airspace was achieved. 15

Further extension of this flow regulation planning approach to the whole Western European area would, theoretically, produce a strategic long-term plan which would go some way towards meeting the area's flow regulation requirements. However, the problems involved in developing an overall plan which would meet the requirements of all operators involved, en-route ATC system traffic regulation requirements and terminal aerodrome utilisation requirements are formidable, to say the least.

Flow Coordination Cells (FCCs) General The need has been stressed, earlier in this paper for the establishment at ACCs of special organisations for the implementation of flow regulation procedures in respect of traffic both outbound from and inbound to an ACC's area of responsibility. The basic requirement is, therefore, for the establishment at individual ACCs of appropriately equipped and manned FCCs. Because of the interaction between the cells established at adjacent ACCs, there is already a proven need, in the interests of operational efficiency, to centralise their functions. In the short term this can most readily be achieved on a national basis, as recommended by the EANPG, and supported by IFATCA (Res. 73. B. 25 refers) though the ultimate objective of establishing a centralised flow control facility for Western Europe was recognised by VI EUM RAN and has also been formally endorsed by IFATCA. Where national FCCs are established they should also actively participate in detailed flow regulation planning for national airspace. If and when the proposed Western European FCC is established the unit should become the focal point for regional flow regulation planning. Basic Functions of FCCs

Outbound Traffic The functions of these units should be to analyse the traffic offering on routes outbound from an ACC's area of responsibility for which flow acceptance rates are specified, to plan optimum utilisation of the capacity available at route transfer points by a "slot time" allocation system, and to issue appropriate restrictions directly to the aerodromes served and to adjacent ACCs generating traffic which has to be integrated before transfer. The unit must monitor the live traffic situation and make tactical adjustments as required. "Approved departure times" issued by the FCC to aerodromes must allow a reasonable tolerance to the aerodrome to cover possible implementation difficulties. When issuing these "Approved departure times" the FCC should inform the aerodrome when the allocated flight level differs significantly (e.g. by 4000') from that filed by the pilot. Inbound Traffic When notified by a sector or aerodrome that its capacity has been temporarily reduced for any reason the unit should analyse the traffic offering on inbound routes concerned, determine what revised acceptance rates should be introduced and notify adjacent ACCs concerned of the restrictions to be applied, their expected duration and the reason for the action taken. Facilities It is essential for the FCCs to be provided with advance flight plan information on outbound traffic and the means of monitoring the live outbound traffic situation. Advance flight plan information on inbound traffic must also be available for use, when required. In addition, the unit must be provided with adequate communication facilities with concerned aerodromes, en-route/TMA sectors and adjacent ACC Flow Coordination cells. Maximum use should be made of computer facilities at ACCs so equipped to provide the cells with the flight plan data required for the application of Flow Regulation to both outbound and inbound traffic. Letters of Agreement should ensure the compatibility of procedures between adjacent computer-assisted and manual FCCs.

National FCCs National FCCs should be manned by Controllers responsible for the implementation of flow regulation throughout their area of responsibility. The requirement for communications facilities, appropriate Letters of Agreement and maximum utilisation of computer assistance has already been stressed. NFCCs should also play an important part in the development of strategic flow control planning within a State's airspace, consulting where appropriate, with Airline Scheduling Committees to reduce en-route congestion in their area. West European FCC NFCCs are seen as the first logical, and readily implementable step towards the ultimate objective of establishing a West European Flow Co-ordination Cell. Full flexibility in the use of available system capacity in Western Europe will not be achieved until both s!rategic ~nd tactical aspects of flow regulation are handled by a single unit fed with up-dated information on traffic offerings throughout the region and on system capacity changes. It is evident that the establishment of such an organisation must be a long term project. It is also clear that the centralised facility will rely on c~mp~ter te~hniques to sift, monitor and up-date the mass of data 1t. will require and_ to assist in decision making. The need for the unit to . . . have a complex an d h"1g h ly sophisticated ground/ground con:imunications organisation is likewise apparent. The cost of the pro1ect will be enormous. To enable the proposed c 11 t 0 f 1 . • · d t . . e u fill its task close cooperation m, an s andard1sat1on of, planning and im . . ... plementation techniques, civil/military coord" r ma ton and fac1ht1es by participating States will be necessary. . The unit will need to be vested with au throughout the Region th tt _thonty to dictate to ACCs e pa ern of traffic flow t b . I d within their areas of responsibility. o e imp emente

Airspace Utilisation Sections (AUS) The need is foreseen, as an essential dj for the establishment of organisation a unct ~o National FCCs, making in respect of the utilisation of n:r res~onsible for decision tions should be entrusted with the t k •ona airspace. These secas of establishin . .. g priorities as to commercial, private and military requ· . . trements for ai tT sat1on, m coordination with the controllin a . rspace u 11The requirements for sterilisation of alrsp g ;encies concerned. search and Development activities should :~ede~r D~fence or Ra~rmined on a day by day, or even hour by hour basis, reservi activities only during the periods in which t";n~irspace for these - thereby providing· NFCCs with more flexibll"~ ~ctu_ally be used 1 sation (Direct routeings, wider airways tern Y rn airspace utili. ' porary routes t ) National AUS units should operate closely with • ec· National FCC units. ' or as a part of,

If a West European FCC is eventually establ"18h . . necessary for the unit to liaise closely with these N t.ed •t Will be . . a tonal AUSs in particular regarding the use of temporary ATS ro t 1 be more effective, of course, if a special West Europu es. ~ would . . ean A1rspac Utilisation Section were set up m parallel with the pro· t e Jee ed West European FCC.

•

** * In the United States, the Defense Dept. is conducting an 0 going programme of improving and modernising its air traffic c 1"1trol system with expenditures of about$ 90 million annually for rionequipment to maintain compatibility with the national system ew . t ·1·t . and for new equipment to mee mr 1 ary requirements. New generati military radars, including approximately 70 solid-state systems on scheduled for introduction through 1985. Defense Dept. is 'a~re 5 installing instrument landing system (ILS) facilities that are ~ peeled to remain in service until 1990-1995. ex (Aviation Week & Space Technology)

Den Danske Luftfartsskole The Danish Civil Aviation School

1966 â&#x20AC;˘ the The Danish Civil Aviation School was founded in 1958 It was approved by the Danish CAA In the same year, and in school was accepted as the only school In Denmark approved by the Ministry of Education to pr ovide aviation education. The school Is 84 O/o subsidised by the State for all education In relation to aviation personnel.

Areas of Activity After successfu l completion of proper training, qualified students can be issued with the following Danish CAA Certificates : Private Pilot Li cense. Commercial Pilot License, Instrument Rating, Senior Commercial Pilot License, Airline Tran spo rt Pilot License, Flight Engin eer License, Cabin Crew License, and Flight Operation s Officers Li cense. In 1975 the school administration was requested by the Danish International Development Agency (DANIDA) to look into the poss iblity of arranging for procedural Air Traffic Control courses. After some investigatio ns and research in this field, the school administration accepted the task and established its ATC Division. The first ATC course started in February 1976 with participants from Kenya, Tanzani a and Uganda, to whom scholarship were given by DAN IDA.

The Air Traffic Control Course The complete ATC course has a duration of 44 weeks including vacations, and is divided into three phases. Phase One is c lassroom training with general aviation subjects, such as Rules of the Air, Air Navigation, Instruments, Navigational Aids, Communications, Meteorology, Aircraft Characteristics and Aviation English; in tota l 250 lessons. As an international training centre for aviation the school devotes special attention to languages. A modern laboratory is used to teach and practise aviation English and !CAO Term inology.

At the end of Phase One an examination is held, consisting of an oral test in communication and aviation Eng lish and a written test in the remaining subjects. . Phase Two is partly theory and partly practise. It begins with c lassroom t raining in t he specialised subjects of ATC practices and procedures, navigation, aircraft recognition, synoptic meteorology and study tours to several airports. In total circa 220 lessons. At the end of this Phase is a written examination. In both tests students must reach a result of at least 70 O/o in each of the academic subjects. Having met these conditions students are qualified to start the practical training in the Aerod rome Control Simulator. This synthetic trainer consists of a large table with a lay-?ut of an aerodrome (Copenhagen/Roskilde) and a Tower Cab hou~ing the aerodrome control desk with display board, R/ T communication, telephone keyboards, wind indi cators and clocks. The working positions are operated by five students, the tower controller, assistant controller, co-o rd inator simulating other units and two pilots simulating all movements on the maneuvring area and in the traffic circuit communicating with the tower on R/T , which is reco rded. The aerodrome control course consists of 30 practical lessons. Each lesson with a duration of 60 minutes, providing 15 operat ions in lesson one and up to 40 operations in lesson 30. This Phase ends with a practica l examination, including d ifferent abnormal operations and around 30 movements per hour, censored by a Danish DCA authorized Senior Air Traffic Controller. In addition to the exercise o n the aerodrome simulator the stu17

The aerodrome mock-up of the aerodrome control simulator.

qualifications: Commercial Pilot License wi th Instrument Rating, R/ T License, the theoretical parts of the Senior Commercial Pilot License and the Airline Transport Pi lot License (ATPL). Total flying experience: 300 hours, thereof 50 hou rs on multiengine aircraft. Flying time consists of 80 hours visual flying, 115 hours navigation flying, 55 hours instrument f lying single engine and 50 hours instrument flying multi-engine aircraft. The flight training follows the detailed flying syllabus in accordance with ICAO Training Manual Doc 7192, Part 3 and 5. The Ground Training Curriculum requ ires a total of 1,100 hours. Individual subjects are: Fl ight rules and regulations (81 hours), R/ T procedures, codes and practice (72 hours), Morse Code (21 hours). Flight Meteorology (195 hours), Flight navigation (164 hours), Aircraft instruments (70 hours), Navigational aids (48 hours). Flight operations, plann ing and plotting (177 hours), Principles of Flight (78 hours). Aircraft elements and maintenance pror.edures, weight

dents receive 15 lessons in the flight simulator, including basic flight procedures and six lessons of controlled D/ F descents. Phase Three is practical training on the Approach Control Simulator. This synthetic trainer consists of a standard approach control office with flight progress boards, telephone keyboards, clocks and recorded R/T communications. In an adjacent room accommodation is provided for aircraft simulators and for simulating other ATC units. The airport being served is fictitious, with Control Zone, Terminal Area and navigational aids. But the Flight Information Reg ion and ATS Routes are identical with the Copenhagen FIR as laid down in AIP Denmark. The Approach Control course has 36 practica l lessons, each with a duration of 60 minutes, comprising 10 operations in lesson one and up to 26 operations in lesson 36. This Phase ends up with a practical examination simil ar to the tower examination, but with on ly 22 operations per hour. Lately the Danish Civil Aviation School has worked out an Area Control course , and on request, an advanced course including supervision, management and instruction techniques.

The Ab-lnitio Flying Candidate Course Object of the course is to give aviation knowledge and exper ience to deve loping states by educating yo ung students with no previous flying experience to commercial pilots and enab le these states to staff the ir own national airlines. The duration of the course is 18 months. Up to eight students are allowed on each course which start in January and August each year. Entrance requirements are 12 years of schoo lin g, good knowledge of the Eng lish language, pass the medical and standard aptitude tests for pilot candidates. At the e nd of this course, which is especially arranged and ca rried out fo r fore ign students, the students will obtain the fo llowing

The area con trol centre s i mula tion board.

and balance (114 hours). Medical and survival, flight safety (18 hours), Mathematics (47 hours) and Films (1 5 hours). The synthetic flight training requires a total of 60 hours procedure training , encompassing 9 ho urs basic instrum ent training, 6 hours VOR, 10'/2 hours ADF, 6 hours ILS, 3 hours GCA and 21 'h hours of Airway Flying (i ncluding communication, flight planning, departure and approach procedures, etc.) . Four hours are allowed fo r the final test.

Conclusion

The link trainer centre c onsisting of trainers for d iffer ent typ es of ai rc ra ft , both s ingle and multi-engine

According to the Dan ish CAA regulations all instructors in aviation subjects must be approved by the auth orities. A ir traffic contro l and pilots' instructors have to wor k frequently on Danish aerodromes, or as c omme rcial pilots respectively , to keep the ir practical knowledge up to date. Besides their edu cat ion in aviation, the instructors have participated in specia l training courses approved for instructors, where psychologica l and pedagocical aspects in student education have been taught. t ec â&#x20AC;˘

By Accident Or Design*

by Bob Adderley Principal Consultant and Manager Operational Planning Group Software Sciences Limited (A Corporate Member of IFATCA)

"Cost and not technology Is the constraint upon improved In flight collison avoidance. The risks of collision stem mainly from the diverse roles and motivations of the many users of the airspace. Even formal ATC techniques of procedural and radar control prove Inadequate In particular circumstances. Improvement should be by evolution and not revolution but could include air interpreted aids to supplement but not to usurp the role of ATC. Techniques of analysis, prediction and fast time simulation, offer the possibility of identifying and reducing the possibility of In-flight collision and of providing guidelines to most effectively deploy our technical and economic resources."

Introduction

The Basic Problem

I am honoured today to present this short paper to the Flight Safety Discussion Group and later, hopefully, to answer questions in clarification, or qualification, of its more controversial aspects! Firstly, I should explain that I do not represent a 'Hardcore' of hardware manufacturers that produce the comprehensive range of equipment associated with the provision of Navigation and ATC services. Nor today do I even represent a 'softcore' of software system houses that create the often mysterious fruits of automation. But I speak merely as a former controller and airspace planner now employed as an aviation consultant. In this role it is my job to attempt to analyse and understand the operational requirements of the aviation industry and, in some cases, to translate or relate them to the technical performance of currently available or projected equipment. As we all know technology can get us or at least, some of us - to the moon. But at a cost! There are indeed a variety of highly complex and correspondingly expensive solutions seeking problems today. Our task is to adequately identify the significant problems so that we can apply the best technological resources.

The Wright Brothers may well be famous for being the first to become airborne; but whoever was number 2 for take-off, initiated the need for In-flight collision avoidance. As we know, the primary aid was the Mark I eyeball. Later, electronic, modifications to this, may well prove to be a particularly significant and appropriate supplement to our conventional separation techniques; I will refer to this in due course. But at present our techniques of avoidance of in-flight collision are largely vested in trust in the Air Traffic Control system, to provide approved separation between aircraft. For many years, many aircraft have safely navigated to their destinations, or flown in random fashion, in VMC, without any form of ATC service. Some have repeated the exercise in IMC, and most have lived to tell the tale. But the risk of in-flight collision has existed and has prompted the provision of Air Traffic 'Control' as we know it today. Paradoxically, the increased precision of navigational techniques particularly in precise track keeping, has increased the risk of collision between opposite direction or even overtaking traffic. Additionally, the demands at our airports, and our current system of fixed point navigation, generate traffic densities that, without some system of separation, would inevitably lead to repeated conflict situations. For various reasons the ATC System is not infallible. To identify these reasons, I would like to summarise its evolution and then go on to discuss supplementary, or alternative strategies, or techniques that hopefully will reduce the risk of in-flight collision.

The Current Solution Air Traffic Services HARDWARE

SOFTWARE PACKAGE

ELECTRONIC DATA DISPLAY PTA PTB ETA

PROCESSED RADAR DISPLAY

The current solution to in-flight collision is largely vested in the Air Traffic System. This functions throughout most of the world, to various degrees of efficiency, in attempts to conform to ICAO standards and recommended practices. The objectives of the Air Traffic Service are to provide fo1 the safe and expeditions conduct of flight. More recently the economic conduct of flight has also been taken into account. However, I should like to discuss the present system, primarily in terms of safety, whilst recognising that expedition and economics are essential factors in the implementation of any solution. Successive generations of ATC system have evolved in 3 stages, characterised by a) Procedural Control b) Radar c) Electronic data processing (Automation)

.,.,.,,.

â&#x20AC;˘ Paper presented at The Flight Safety Discussion Group meeting on In-flight Collision Avoidance held at The Royal Aeronautical Society on 8th June 1977.

Procedural Control Procedural control is characterised by its large standards of separation. These are dictated by the questionable accuracy and relationship of in-flight position reports orginated by individual aircraft which necessitate imposing intervals of, for example, 10 minutes, between aircraft at the same level. The consequent limited capacity of the system is often further reduced by the difficulty in

relay ing and respond ing to lengthy RTF positio n repo rts, estimates and clearances, and by the compl exity of the c ontrollers t ask in juggling w ith the calc ulation of reclearances, whil st enscribi ng a series of Flight Progress Strips.

in return it has threatened t o engulf the unw a ry w ith the spates of d ata it is premeditated to spew from its e lectronic brain. Th e danger is that , bec ause the c omputer 's b rain is progra mmed to funct ion mo re rapidly th an the co ntrollers's, it m ay prese nt him with a series of situations of w hich, at best he is un sure and, at worst, he is unaware. Th e most sig nificant advant ag e stems fro m th e com b ination of d ata processing and sec ondary radar t echn iques to labe l each blip with the call sign and th e Mode C Flight Level o r a ltitude o f each transpo nder equipped airc raft, wheth er or no t it is receiving an ATC service. Th is v irtually elim inates t he poss ibil ity o f t he notorio us radar misident ificati o n, and at th e same time provides informati on whether conflicting traffic is at the same o r simil a r al tidude. Furth er techn iques of rad ar processing ca n p rovide a labelled groun dspeed o r a pred ictio n vecto r. But b o th a re calc ulated on the basis of past momentum a nd a re invalidated by a change of s peed or head ing. Addit ional resea rch is be ing prog ressed in term s of c onflict ale rt, prediction and reso lutio n and I refer to these later in this paper.

Problems Generated by the Present Solution Diverse Requirements

Radar In many parts of the wor ld, particularly in the areas of high t raffic density, radar is avail able t o assist the provis ions of Ai r Traffic Se rvice. Alt hough Popu lar ly c onstrued as a groun d interp reted aid t o bad weather landings, the mo re significant role of ATC rada r is ak in to th e motivations of Wattson Watt and his colleag ues ; name ly of detect ing air craft. Now used as a too l by ATC, its f unction is to provide a c ornmon frame of reference so that individ ual aircraft, part icular ly in traffic f lows, may be safely b ut cl osely separated , for example at 5 nm o r even 3 nm inte rvals. Esse nt ially, t he radar service depends upo n or suppl e me nts, the st rategy imposed by p rocedural cont ro l, to apply tactical inst ru ct ions in the form of vectors , changes of level, o r speed .c ontro l, to achi eve safe expedit io n of the traff ic flow. Add itionally , 'It is used to resolve problem s, such as c ross in g o r c limbing traffic, wh ich wi thout radar would have to be delayed, o r restricted in height, but wh ich w ith radar, can be safely separated. At t his point it is pe rtinent to stress t hat . despite popular beli ef , rada r does not prevent co lli sions. It is t he correct interp retation of th e radar, a nd the issue of, and str ict c ompl iance w ith , ATC instruc tio ns , t hat prevent th em.

Automation The advent of e lectro nic data p rocessi ng has offe red significant advantage a nd certain disadvantages t o th e provisio n of ATC . A s an exampl e, t he automatic print ing and upd ating of Fl ight Progress St rips relieves cont ro lle rs and the ir assistants of writers cramp and the mental di stract ion of r ecalc ulat ing forward estimates. But

Probably the maj or factor, that te nds to be glossed ove r in the statement of ATC objectives, is th e signif icant range of d iverse activ ities, and operational motivati ons, t hat are r equired by the many different users of the airspace. If we all wanted to t rave l

Rt.W

PR! MARY AND PROCESSED SECOtlO ARY RADAR

DISPLAY

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DATA BLOCK Sv MBOLOGY A irc r3ft Ide ntity

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(2 to 7 clwactc"l

---------~Sp~ec~;a~l~D•~·;~on_•t.or,.~

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(Mode C or

Aitc u ft Loc11io n and

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an ignull

C-o ntroll,. r'1 Id en tity

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{Auign cd by c..o nu o ller for non·Mod c C aircra ft) "" - Clim bi ng V - Dcscc ndina A - A n1911e:t

_ Special 3 /A code

No b eac o n

H andoff

IS ep3r:sto r)

exclusively between Londo n an~ New Yor k then ~ fast c onveyor be lt m ight be t he answer . But w hil st we w ant to retain the flexibility to fly to every d est ination in the '."'orld, to operate qeneral Av iation ai rc raft for busi ness or recreationAI purposes and/ o r to operate our m il it ary aviati o n in o ur nati onal interests; then our ATC syste ms have to attempt to cope with all these requirements . In effect, in attempts to serve all these diverse req uirements, ATC systems in different parts of the wo rld have in princ iple evo lved, to a g reater or less extent, in like manner. But, in practice, t hey have introduced a variety of techniques and termino logy, t hat often prejudic e safety, because of their co mp lexity and/or lack of Inte rnational Stand ardisat ion.

Airspace and ATC However in simple terms, the present solution comprises: a) Airspace b) ATC System 1) Uncontrolled 1) Procedural or Advisory 2) Controlled 2) Radar As the type of A TC service is not necessarily related to the status of the airspace we have a seemingly simple matrix. AIRSPACE STATUS Controlled

Uncontrolled Radar ATC

1~~~~~~~-1-~~~~~~-

....___~~~~~~---'-~~~~~~----' Non radar Now we have to introduce the diversity of traffic demand which in simple terms may be represented by General Aviation: Military: Civil Air Transport:

0 ~

If we apply these to our Airspace/ATC matrix in crude proportions we find that generally AIRSPACE

ATC SERVICE

Uncontrolled Uncontrolled

Advisory Radar

Controlled Controlled

Procedural Radar

PREDOMINANT A/C

G.A.: Military:

Air Transport: Air Transport:

D D

But in each segment of airspace both the predominant and the other categories of a/c have to co.-exist.

The Current Problem AIRSPACE 'Uncontrolled'

'Controlled'

Radar

Non Radar

KEY:

Aircraft

AIR TRANSPORT MILITARY

GENERAL AVIATION

Different shading indicates different ATC Units

Although our interest today is mainly in the context of in-flight collision avoidance for air transport aircraft operating in controlled airspace, it is a useful exercise to identify the major problems in uncontrolled airspace as well. 'Uncontrolled' Airspace In the so called 'open FIR', outside controlled airspace, the risk of collision is likely to be high. It is produced from the probably high percentage of random GA flights, plus possibly a number of military operations, with perhaps an occasional air transport operation. Coordinated air traffic control, as such, in the FIR, is virtually non-existent. There is the very real danger that individual airfields are providing some form of advisory or navigation service in overlapping areas without reference to each other. Survival depends almost entirely on 'see and be seen'. Where military activities predominate, in the 'uncontrolled' portion of FIRs, there is often some form of radar surveillance or control, which may also be available to civil aircraft. This may considerably reduce the collision risk, if there is only one controlling authority. However, unless all aircraft in the area participate in the service, there is the difficulty, for the radar controller, in balancing the need to permit his own traffic to maintain a safe, uninterrupted flight path, with th~ need to initiate, perhaps sudden, avoiding action, because of an unexpected maneouvre by traffic not in contact with him. In many areas, particularly in UK, the situation is prejudiced by permitting a number of radar agencies to operate in the same area. Although co-ordination is attempted there remains the possibility of two autonomous radar units instigating a radar assisted collision. Thus, although the apparent protection of a radar service is available in these areas there always remains the possibility of conflict with aircraft, not seen by, or not notified to, the radar unit; or possibly under the control of another radar unit. Controlled Airspace Within controlled airspace there exists the confusing situation that in some areas the ATC service is procedural and in others it is radar based. Whilst aeronautical documents and/or local knowledge may be a guide to whether or not radar standards are likely to be used, the daily status of the service may depend upon the servicability of the equipment, weather conditions, or even upon the qualifications of the controllers on watch. In controlled airspace, without a radar service, separation depends basically upon the accuracy of position reports and estimates and strict adherence to ATC clearances. In some areas a tendency to cheat in terms of optimistic estimates can prejudice separation. However basically a procedural system is safe as long as everybody obeys the rules. The significant drawback of using a Procedural System is its limited capability, which consequent!Y may cause serious delays. Because of this limited capacity, '" many areas it is often practice to permit VFR flights or military flights, with or without radar, to operate in or through airways. These flights are often not notified to and are not separated from, each other or from aircraft using the ~rocedural service. According to the regulations the onus of collision avoidance is upon them. But they must be acknowledged as representing a possibility of in-flight collision to the air transport aircraft receiving procedural ATC service. In controlled airspace, with radar service, the function of the radar controller is to maintain separation between known traffic, i. e. between air transport aircraft receiving an ATC service. In the same airspace, other aircraft may be receiving a radar service from an autonomous military radar unit, with or without co-ordination, and in some controlled airspace, other aircraft may be operating VFR without notification to the ATC. The onus of collision avoidance is not upon the civil radar controller, but if time permits he may warn his aircraft of unidentified traffic in apparent conflict with it. The risk of collision in controlled airspace stems largely from possible controller error, complacency or misjudgement. and may be compounded by poor radar performance, or inadequate corn-

munications. It also exists if, because of equipment fault or pilot error, an aircraft reports an incorrect level or climbs or decends through a cleared level.

aircraft and there is likely to be a valuable trade off to ATC between position accuracy and prediction.

Al R INTERPRETED P!il/CAS

Summary

INTERMITTENT POSSJTJVE CONTROL DERIVED FROH ADSELfDABS

In summary, collision risks exist both in uncontrolled and controlled airspace, with and without radar. It is appropriate therefore to examine whether we should be attempting to improve the radar environment or should seek some supplementary or alternative mode of improving safety.

DON'T

The Alternatives

DO TURN LEFT

Evolution or Revolution In attempting to reduce the risk of in-flight collision we are faced with the following possibilities: a) Upgrade ground interpreted (radar) ATC b) Develop an alternative system c) Supplement existing (ground interpreted) system by an alternative (air interpreted) system. A further option, of completely eliminating any form of ATC, or collision avoidance system, and permitting aircraft to operate randomly, is dismissed as untenable, because of the necessary concentration of traffic at and in the vicinity of airports. The virtue of the present form of ATC system is that it provides good protection, and can be still further improved in respect of aircraft cooperating with the system. But for many reasons a high proportion of aircraft operate in the same airspace as Air Transport aircraft, and yet do not receive the same ATC services. Therefore the alternatives are: a) Extend the present form of ATC service to include all aircraft in all airspace. b) Introduce an alternative system to include all aircraft in all airspace. c) Improve the present ATC system in respect of participating aircraft and provide a supplementary system to serve nonparticipating aircraft. It is within the scope of technology, but not within the capacity of current ATC systems, to include all aircraft using their airspace under some form of positive control. However, there are political, military and operational objections, principally involving the requirement of freedom of random flight, which invalidate the implementation of such a system. It is also within the longer term scope of technology to provide a novel computer based system, which would be able to permit specified, or random flights of any nature and, which would intervene to provide separation where required. Alternatively, it might be possible to devise electronic fields around each and every aircraft so that they could operate specified or random flights without restriction, but would be deflected from collision by their protective electronic fields. Such long term alternatives are not likely to prove practicable, firstly because of their revolutionary character and, secondly, because they would tend to function on the basis of a series of avoiding actions rather than on the basis of planned uninterrupted flight paths.

Improving the Present System Therefore the total ATC system is more likely to be improved, firstly, by improving the quality of radar service and the efficiency of flight notifications, and secondly, by supplementing it with some form of air interpreted Proximity Warning Indicator such as SSRCAS or DABS/IPC. CAS = Collision Avoidance System IPC = Intermittent Positive Control. The tool of which ATC is most in need is some form of prediction display which indicates the intended position of aircraft 'x' minutes ahead of time e.g. an SST before and after deceleration. Such data is already available in the navigation computers of many 22

DO CLIMB

DON'T CLIMB

A di1ploy - h CH 11tl1, ol.pldifl(I Hampl•• ol tow commancb, .....,Id i.. scmabl• tot mas1 ~"'' ol IPC ,.,.;c. ond ii king vstd in ..,,,.,., fligltf l•d•.

Airborne Protection If airborne interpreted aids such as PWI or ACAS are to be introduced, it is important that they should contribute to the safety of flight, and not detract from it by imposing excess workloads. Thus the principal of a PWI derived from primary radar and thus detecting all targets within 'n' miles is likely to prove an unacceptable distraction. But a PWI with selectable height and range filters, derived from SSR, could prove to be an invaluable extension of the Mark I eyeball. Probably the most valuable role of PWls will be to protect general aviation in uncontrolled airspace. But if they can also protect Air Carriers against the occasional errors and omissions of controllers and pilots in controlled airspace, then they are likely to be well justified. In this role they should never be required to usurp the function and responsibilites of ATC but should be reserved as the final safeguard against the possibilities of in-flight collision or even as an aid to station keeping.

Quantifying and Reducing the Risk Before leaving this subject of collision detection; I would like to stress the value of computer based fast-time simulation. This technique can be applied to identify the locations of likely hazards and to significantly reduce the possibilities of conflict. It provide~ the appropriate guidelines to redesign route structures, re-organise ATC services and to specify the operational performance of technical equipment. In short, it can be used to predict how, when and where, technological resources should best be applied, to reduce the possibility of in-flight collision.

Conclusion Despite significant improvements in Air Traffic Control capability, even using the latest radar and data processing techniques, the possibility of in-flight collision is not eliminated. The risks of collision in controlled airspace stem mainly from human failings, and are compounded by the multiplicity of agencies, and operating practices and procedures, sometimes permitted within the same volume of airspace. In order to provide additional protection against in-flight collision it will be realistic to supplement, but not to supplant, existing ATC services with some form of air interpreted Proximity Warning Indicator. ATC services themselves could benefit from prediction displays and the technique of fast time simulation can quantify the risk and provide guide lines to redesign route structures and procedures to significantly reduce the possibility of collision. •

International Law Part XV The Law of the Air (2) As we saw in the last article, the Convention of Paris had given aviation a basis of law but many of the States were non-signatories so there were a number of bi-lateral and plurilateral treaties still to be signed. These treaties were still concerned with providing mutual rights for innocent passage and landing for civil aircraft subject to agreed regulations. The fact that these regulations differed from the original Convention is obvious since the signatories of bi-lateral treaties could just as easily have signed the Convention and standardised world regulations but as we have seen throughout these articles, nations try always to get the best deal for themselves and politicians are basically not interested in standardisation. The result of all this is that International Law could be applied in numerous ways in the same State depending on the nationality of the aircraft concerned. Of course many States tended to use the "most favoured nation clause" system which in the long term, - the very long term -, does tend to standardise practices. The "most favoured nation clause" in commercial treaties gives the parties certain rights which are less than the "national treatment." Nationals of the State remain in an advantageous position. In effect the "most favoured nation" system allows all favours which either party has allowed in the past or will grant in the future to any Third State, to the other party to the Treaty. The United States was notable for its strict interpretation of such clauses in her own favour. Even when the United States signs an unqualified clause, the Supreme Court of the United States interprets the clause as Conditional. It is of course notoriously unfair to countries which have few possibilities for negotiation from a point of equal strength.

Early Conventions

In 1928 some American States, including the USA, signed a Convention for Commercial Aviation which was generally the same as the Paris Convention but which did not recognise the need for an International Organisation. Germany and the United Kingdom signed a Convention in 1927, and Italy and the United Kingdom signed yet another in 1934 for the establishment of special air transport lines. Where no convention or treaty existed between the parties, disputes had to be thrown back on to customary law. In practice the States seemed to be in agreement with the idea of sovereignty of the State over its airspace without any rights, unless accorded by treaty, for servitudes or rights of innocent passage. Thus Persia in 1927 effectively closed the route between India and the United Kingdom. The effect, had the war not started in 1939, would probably have been an endless stream of cases before International tribunals based on the idea of abuse of rights when States became unjustifiably obstructive. Many States of course used the sovereignty over their airspace as a lever to obtain economic advantage or to obtain political aims or just as a prejudicial weapon against some other States. Some of these problems were alleviated by Treaties but although the idea of general law was established, small progress was made.

Steps Toward Unification - The Warsaw Convention More advances were made when it came to protecting the flying public and in 1929, the Convention for the Unification of Certain Rules regarding International Air Transport was signed in Warsaw. This is more popularly known as the Warsaw Convention. The Convention covered international transport of persons, baggage, cargo when payment was made. The flight, in order to qualify, had to be international in the sense that the point of departure and the point of destination, whether the flight was

by E. Mc Cluskey

interrupted or not, had to be situated in the territory of two contracting States or of one contracting State and that of a noncontracting State. Thus a flight from the United Kingdom to Spain was covered but a flight from the United Kingdom to Gibraltar was not. A flight from Paris to Basle was not covered since Basle airport is in France. A flight from Paris to Geneva was covered but doubt is cast on the flight in the same aircraft if a ticket were issued to Evian again in France even though the flight landed in Switzerland. Nevertheless for a certain number of flights, the companies were now under a legal obligation to provide at least some insurance. Those involved in internal flights remained still at the mercy of the whims of local regulations. The amounts of insurance foreseen became very quickly out of date but nothing was done until the protocol of the Hague in 1955. We shall look at such protocols later. The Warsaw Convention is important since it defined aircraft accidents and responsibilties for the airlines and this is why SC VI I used the layout of the Warsaw Convention as a basis for the IFATCA Draft Convention on the Legal Liability of the Controller. Naturally the Standing Committee took into account many of the anomalies which are being brought to light in this series of articles so that neither the Controller nor the employer nor the flying public will be faced with these anomalies as far as Controllers' liability is concerned.

Limitations of Liability The anomalies continued and in 1933 the Convention of Rome updated thinking on the question of damage caused by aircraft to third parties on the ground. Whereas the idea was yet again to protect the public, limitations on insurance were again introduced and again became rapidly outdated. Instead of going ahead with more protection for the public, the Protocol of Brussels was signed in 1938 which in fact became a limitation of liability on insurers. So we now see that the law is developing to become a limitation of liability on the State, a limitation of liability on the airlines and a limitation of liability for insurance companies. The Convention of Rome relating to seizure of aircraft also signed in 1933 limited some of the possibilities of seizing aircraft in the event of debts etc. Meanwhile in the same era, civil air traffic control was seeing the light of day in the Un1ted States. Today there is still no limitation of liability for the controller recognised on a World wide basis. But the young aviation world was reasonably content. The public had been given the appearance of protection; the States had made a first attempt at codifying the Law of the Air, albeit there was chaos in its application because of the high number of nonsignatory States. But all was not well even with the Paris Convention. Freedom of innocent passage did not necessarily include the right to land and certainly not in many cases for scheduled services. The parties could prohibit, for military reasons or reasons ~f safety, flights of aircraft over their territory. The prohibited areas '" Italy were so extensive that it was practically impossible to cross the northern frontier, thus effectively blocking many flights from Europe to Africa, the Middle East and the Far East not to mention Australia. Cabotage was reserved to national companies and this, in countries where aviation had not started, retarded the opening up of routes and protected the economically unstable railway systems as well as the slow routes by sea. The problem of cabotage was worsened by the fact that it applied to colonial territories and the routes around the World were still therefore at the mercy of the European colonial powers, France, Belgium, Italy, United Kingdom, Spain, Portugal and the Netherlands with to a lesser extent Denmark. The right of innocent passage was excluded for international airways and scheduled services required permission to overfly. In 1939 Spain

Fenanti simulators put years on your student controllers

Our ATC 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 trainee learns how to cope with aircraft identification, separation, sequencing, the allocation of levels, routing, stacking, and other problems. Ferranti have studied air traffic control in depth an.d have an understanding of current and future needs as realistic as the simulators 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 Roaa, Bracknell, Berkshire, RG12 IRA. Telephone: 0344 3232. Telex: 848117.

FERRANTI The real thing in simulation

withdrew from the United Kingdom all rights to fly to Portugal because of the vast British support to the International Brigade. Non-contracting States took similar stands and we saw that Persia successfully blocked the plans by British Imperial Airways to fly to India and beyond. It should be remembered that the United States, China, Germany, Brazil and Persia among others did not accede to the Convention. The United States refused landing rights to all foreign aircraft in the Hawaiian Islands and thereby gained the monopoly of the Pacific Ocean from whence the now famous Clippers gained their strength. This was at the same period as the United States Line was highly subsidised against all other shipping companies thus effectively making the Pacific an American lake and cutting out, when coupled with the Persian ban, Australi~n and British airlines to and from Australia and New Zealand. Japan also was effectively retarded in its civil aviation development. Are we perhaps seeing a repetition of such power politics today on the question of Concorde? Thus international air traffic between the wars was hindered enormously and the fact that it did develop so fast was in spite of the Paris Convention. Yet had certain countries followed the Convention, it is not too much of a surmise to say that the advent of long distance aircraft would surely have come much earlier. The Convention also failed not only in the case of monopolies but also in that it did not eliminate wasteful competition. A control on the frequency of scheduled services might have eliminated subsidies not only for national prestige but also for military development along the civil routes. It became clear that airlines should be international under the control of an international body. Many technicians and jurists throughout the World were becoming more and more internationally minded, but the politicians were bent on narrow nationalism and war. The League of Nations did nothing to stop the plunge into chaos, so one could hardly expect ICAN, for all the good intentions, to do better.

Communications The inter-war period was marked by several other agreements notably in the field of radio. The principle of exclusive sovereignty over the airspace brings with it the right of a State to prohibit disturbance in its airspace by Herzian waves for wireless communication emanating from foreign sources. All the Conventions of the inter-war years upheld this principle. These Conventions were the Washington Convention of 1927, the General Radio Communication Regulations, Madrid 1932, the European Broadcasting Convention 1933. These conventions were the equivalent in radio communications to the Paris Convention for aerial navigation. They were the beginning only. A large amount of legal regulation for crossborder activities were introduced. Definite obligations appeared as regards operating and setting up wireless broadcasting stations. Similar agreements were the 1936 Convention for the use of Broadcasting in the Cause of Peace, the South American Regional Agreement on Telecommunications 1937, the Inter American Radio communications Convention 1937 and the North American Regional Broadcasting Agreement, Havana 1932. The days of the Roman Wall or the Great Wall of China had truly passed.

The Effects of War The first steps had been taken. The spirit of International cooperation was growing among technicians and jurists alike but 1939 saw the start of the Second World War. The period ended with complete disagreement on rights in the Arctic. All civil air traffic control which existed outside the United States, disappeared. Treaties and Conventions whatever their value were put into cold storage. The rules of War applied. Where ICAN had been unsuccessful, the military branches of the Allied Forces can take the credit for a certain amount of success. Military necessity saw most of the restrictions on allied States disappear overnight; the Arctic problem was resolved, similarly the need for all belligerents to use the good offices of neutral States saw civil activity continue to and from such States as Switzerland, Sweden, Irish Free State, Portugal

etc. Military necessity, owing to the vast proliferation of airfields, often with overlapping circuits, made the military aware of air traffic control for the first time for their own benefit and made them understand better the problems for civil traffic as the war came to a close. The military themselves took over the North Atlantic as a Control Area, for although Gander existed in allied State for North Atlantic Control, the eastern end pre-war had been controlled from Foynes and the Irish Free State was neutral. So Overseas Movement Control was formed at Gloucester and moved subsequently to Prestwick. Already the military were having their first taste of International control and the rapid development of military aircraft was bringing with it the postwar long distance aircraft. The pre-war problems had already been noted. The military had started to realise the civil problem which would occur after the war. The need for Civil air traffic control on a large scale was evident and, at least on the allied side, the politicians were for the moment at one in their resolve to co-operate. Numerous Governments in exile existed particularly in the United Kingdom and in the United States so the climate was right for the signing of the Interim Agreement on International Civil Aviation which set up PICAO with its seat in Canada. The same year saw the International Air Transport Agreement and the International Air ServiC:e Transit Agreement. We shall be looking at these agreements m the next Article. I •5 InterFor further study: The Lore of Flight, Tre Tryckare; Oppen h em ans· national Law Vol 1. Part 11 Chap. 1 Pages 517-530; Lauterpach~, Long~uro~ La Convenzione de Varsavla Giannini· International Organisation In _ • · ·1m ube~ pean Air Transport Tombs· • Der Grundsatz der Verkehrsfreihe1t • , • . L' anlsat1on see1schen Luftverkehr Christensen· The Right to Fly, Cooper, org L w lnternationale de la r~diodiffusion, 'Habaru; commonwealth and Colonial Roberts-Wray, Stevens.

*** Air Traffic Control Simulation is Symposium Subject Six sess'ions on air . traffic contro 1 simulation training and technology will be presented Feb 14_ 15 , 1978 at the S~~ond International L . · ress and Expos1t1on at the earning Technology cong Sheraton Twin Towers in Orlando Florida. . t t . . Presentat' ' d air traffic con ro 1 raining, . . ions cover autoroate luation, research on conreal-t1me simulations for training and eva nt and ways of using troller and syste f asureme • . . m Per ormance me eh understanding techv1sua1 image generation systems and spee nology for air traffic control training. . . interest anyone involved m The symp . os1um was designed to t f . . arketing sys ems or use m using developin g, manufacturing or m . d' • air traffic control . . . or simulation, accor mg to operations training · · Dr. Helen Ham'lt . ' of t h e session and. engineering . · 1 on, chairman psychologist at th F d . Agency's National Av1at1on e e eral Aviation Facilities Experimental Center at Atlantic City. . . The air traffic control sessions form part of a five-day meeting sponsored by the Society for Applied Learning Technology Febl. 13 -~7. Other topics include: earning technology for vocational and industrial training Computers in curriculum development N vy L7arning technology for the deaf Discussion of Naval education and training programs bY a education specialists A malntepplying training technology to the Army's training. nance and evaluation system Cost effective learning through applied training technoloQY Communications satellites and their present and potential uses for education and training Education for understanding the computer in society Job information technology. Information about the conference may be obtained from Dr. Carl R. Vest, general chairman, the Society for Applied Learning Technology, 41 Culpeper St., Warrenton, Va. 22186. (703) 347-0055.

Another Experience • • • 50 Years PAN AM

by Horst Guddat

Pan American World Airways The Story of the First Flight Pan American World Airways, America's path-finding airline to the world, recently had its 50th Anniversary. It was on October 28, 1927, when pilot Hugh Wells climbed into the cockpit of a Fokker F-7, hurtled down a dirt runway in a cloud of dust and ascended quickly into an azure blue sky over Key West, Florida, USA, heading out into the Caribbean for a 90-mile flight to Havana, Cuba. This was the moment of PAN AM's birth. With that flight, and the return trip later that day, scheduled air mail services were started by an airline destined to become the most influential in the world. However, PAN AM's birth wasn't as easy as things may look from the smooth completion of the first commercial flight. Juan Terry Trippe, then an energetic and enthusiastic man of 28, already with some experience in commercial aviation, had managed to land the first U.S. mail contract. The air mail contract was advertised for the Key West-Havana route. To comply with the terms of the contract, and to save the $ 25.000 deposited as a cash guarantee, Trippe's newly formed airline company was obligated to fly to Havana not later than October 19, 1927. Two Fokker F-7 Trimotors had been purchased, but Key West was a mud flat. An airfield had to be built, with runways, a hangar, etc. Workmen pitched in, but it became apparent that the field would not be ready in time. Chief Executive Trippe flew to Washington to get an extension, but the Post Office refused. While he was trying to talk government officials into more time, a small Fairchild FC-2 floatplane, on a delivery flight to West Indian Aerial Express, which had just started operations in Santo Domingo, arrived on the scene. It was chartered for $ 175 and the pilot, Cy Caldwell, flew some 30.000 letters to Havana to meet the terms of the contract. Nine days later, on October 28, the regular mail service began with the Fokkers. On January 16, 1928, four passengers were flown to Havana, and four back to Key West. They were PAN AM's first passengers.

PAN AM going South - To Latin America Gradually the airline, under the far-seeing leadership of Juan Trippe, who navigated the company more than 40 years through a never quietening sea of expansion, technical progress, financial ups and downs, extended its route system from island to island through the Caribbean, to Central America, and down to the Atlantic coast of South America. The airline built its own bases along the new routes south from Florida. Latin America was the laboratory where PAN AM developed the overwater navigation, air-to-ground radio, and other long range flying techniques to fly the oceans. To expand, PAN AM needed more advanced aircraft. It challenged America's aircraft manufacturers to construct airplanes to its specifications. For the first time a cooperation was practised between the industry and the user with a view to producing the most suitable tools for the airline industry. This practice proved to be beneficial to all parties and developed into a common procedure in today's airline business. In 1928 the first aircraft built in cooperation with PAN AM, a Sikorsky S-38, went into service on the Latin American routes. In those days, the famous Charles Lindbergh, pioneer pilot over the Atlantic, joined PAN AM as a technical advisor and later became a member of the Board of Directors. He was the kind of personality Juan Trippe needed for his plans to conquer the Seas.

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To cross the oceans like the legendary fast sailing Clippers, merchant vessels of the old days, was no longer a dream. Here a trade mark came in that made PAN AM famous all over the world. It was on October 12, 1931, when First Lady Mrs. Herbert Hoover christened Pan American Airways' first Sikorsky S-40 the "American Clipper". Since that day PAN AM has incorporated the word "Clipper" into almost all its aircraft names. A second and a third Clipper followed in 1932 and helped to cope with the growing traffic out of Miami, the new home base of PAN AM. Chief pilot Edward Musick of the Caribbean Division flew the third 44-passenger flying boat named Southern Clipper from the Sikorsky factory in Bridgeport, Connecticut, to Miami, Florida, reporting by radio each half hour to Miami direct, and to the New York office through a New Jersey radio station, thus giving wide publicity to the flight. Sikorsky S-40s were the flag ships of those days on the routes to South America. A flight Miami-Montevideo, Uruguay, took eight days, with seven overnight stops along the route. Still eleven days shorter than going by boat. In August 1934 the more advanced S-42 flying boats were introduced cutting down slightly the total flying time.

Westward Ho! - Across the Pacific After some home wo rk was done, about five dozen engineers and specialists went onboard the steamer North Haven in May 1935 to set cou rse for Honol ulu, Midway, Guam and Wake Islands, and finally Manila, Philippines. In theory everything looked fine. The plans were to build bases and set up facilities as carefully drawn up in the New York office w ith the aid of Navy hydrographic charts, National Geographic mate rial, etc. One of the those p ioneers, John Borger, now PAN AM VicePresident and Chief Engineer, remembers: " When we arrived on Wake Island, there was nothing ... nobody ... it was just barren. We had to land cargo from the open sea, haul it across one island with bulldozer pulled sleds and barge it across a lagoon to another island. The wate r supply, power and refrigeration had to be installed befo re the ship could sail on. We lived in tents until we could build living· quarters. The base had to be built completely from scratch. In six months the base was ready and I returned to San Francisco on the first flight of the China Clipper."

To aid the flying Clippers, a full-rigged, four top-masted schooner - symbol of the romantic past , steeped in the s heer glamour of that age of " wood en ships and iron m en" - left Seattle in mid 1937 to sail the new aerial trade route for Pan American Airways. Being reconditioned - practically reborne - for an assignment that her builders could scarcely have dreamed about, the Schooner Trade Winds served as a tender fo r the PAN AM Clippers. Laden with supplies for the far flown mid-ocean air stations along the air routes to far-off China and over the South Seas to Australasia, the Trade Wi nds proved her value on many occasions.

PAN AM goes East - Across the Atlantic With the experience gained in long rang e navigation flying the Pacific Region and with the encouraging new technol ogies and flying equipment, the next step in the natural and consequent expansi~n scheme of PAN AM could be realised. on May 20, 1939, the Boeing 314 flyi ng boat "Yankee Cli pper" took off from Port Washington, Long Island, New York, and landed at Lisbon, Portu~al, 26 hours, 54 minutes later. The next day it cont inued to Marseille. On June 24, passenger service beg an to Southampton, England. The Yankee Clipper could carry 30 passengers and a crew of eleven on long range flights, up to 70 passenge horl range flights. rs on s Further ex pansion was hampered by th f World e outbreak o War II . PAN AM turned to serving 't 1 s government The a1·rJine · · It flew personnel and cargo in some 19 00 · · 0 ocean crossings. trained more than 5.000 military pilots in th over w t fl · d . e 1ong range, a er y1~g an navigation techniques it had d d It not 1 only provided the military with the k h . eve ope · d ·n . . . now- ow 1t had amasse I building stepping-stone air bases a b ·it . . cross o ceans, but also u1 anoth er 50 air bases m 15 co untries a d .t . . n 1 operated an air service . . . from the U.S. across t he oceans that . 1 craft miles. mvo ved some 90 m1ll1on a1rAfter the War PAN AM It turned to com~e . I resum.ed peacetime travel expansion. rcia use of ai rc raft ag · . emphasis on land 1 am, now putting more P anes that had been developed du ring t he War.

Land Airplanes join the Fleet

PAN AM pioneers Gen. Charl es A. Lindbergh and found~r . Ju a~ T. Trippe underneath the wings of a Ford Trimotor at the Pana~a A1rf1eld in 1929. The Ford 5 AT Trimotor. in use with PAN AM from 1928 till 1934, could carry up to 12 passengers.

The famed China Clipper, a Martin M-1 30 flying boat built to PAN AM specifications, took off from San Francisco Bay on November 22, 1935, to inaugurate scheduled air service to Manila. A nationwide radio hookup broadcast the scene as Capt. Edward Musick taxied the China Clipper out into the great harbour, then w ith throttles wide open , it c limbed past t he Bay Bridge, circled in a leisurely salute to the c rowd of many thousand people cheering , then gained height and headed westward to c ross the P.acifi~. Hour by hour the world press and radio followed the h1~tori c flight until the PAN AM operator at Manila e ight days later radioed : "China Clipper landing on schedu le" and "without inc ident" as co mm ented dryly by Capt. Musick. As of October 21, 1936, passenger se rvice was started on the Manila route and total flight time cut down to six days.

The era of f lying b t h Flying boats continuedoa s, owever, ~~s not terminated abruptly. the late forties R I to serve the airline as freight carriers into . . . ep acement by land planes, that later on would gain even higher reputation th an the famed fly· b h d mg oats, was st retc. e over a number of years. As the first land plane after the pioneer Fokker F-7 and the Fo rd Tri-Motor th t • a could carry up to 12 passengers, PAN AM introdu ced in 1935 the 14-seate 0 DC-2. Immediately follow ing was the DC-3 with a littl r ouglas e over 20 seats. I n common with most air carriers of t hose days, PAN ope.rated a substantial fleet of DC-3s d uring the thirties and AM forties. Altogether 73 airplanes of this type served th early The biggest fleet under a si ngle ai rline flag. This e com~any. and economic ai rc raft, of which a total of m most reliable of various versions (inc lud ing military) were bu il t ~re .t h~n 11 .000 with a number of airlines all over the world M ' is still m service later this famous aircraft is still in service. · PA~re than 40 years about ten years. AM used it tor In 1940 the world's first pressurized airr w ith PAN AM. It was the 4 engine Boeing mer .went into service 307 Which h d ,..,,uch the shape of the famous World War 11 bomb a very er 8 -17 After the Wa r another 4 engine airplane w · . the Douglas DC-4. PAN A M operated the DC 4 as introduced. d

owned more of them than of any other ty;e (~~ many rout~s a:rvice with PAN AM for around 15 years An t h ). It. stayed in s . · o er reliab le and eco no m1c work-ho rse. The DC-4 was the first . nd. . • ocean crossing 1a plane and the first in a long series of long ra nge p ropeller d n·ven landplanes th at left the construction plants during the years to come, that were to be the result of the continuous search tor more range, speed and passenger comfort.

Probably except for the one who shot this photograph you may find the whole airline personnel lined up beside this Fokker F-Vlla-3m in 1927. It was the first airplane of PAN AM. T he Fokker could carry up to 8 passengers. Five of them were in service with PAN AM from 1927 till 1932.

The famed Martin M-130 flying boat could carry up to 48 passengers and was first used by PAN AM in November 1935 on the Pacific route. Three ships served on this route, the China Clipper, Hawaii Clipper and Phi lippine Clipper.

Another famous Flying Boat, the Boeing 314 " Dixie Clipper". After compl etion of the historic Atlantic crossing in June 1939 passengers disembarked at Lisbon , Portugal, 24 hrs. 15 min. after take-off from Port Washi ngton , Long Island. Eleven ships, among them the well-known Yankee Clipper, were in use with PAN AM till after World War II . They could carry up to 70 passengers and had a crew of eleven.

--. The double-decked Boeing 377 Stratocruiser, carrying up to 90 passengers, was considered by many to be the most luxuri ous airl iner ever built. The "Strat" was introduced to PAN AM's transatlantic and transpacific routes in 1949. A total of 27 Stratocruisers served the airline over the years.

The DC-6, DC-7, Lockheed Constellation and Boeing St ratocruiser were consequent fo llow-ups. In early 1946 PAN AM replaced its last flying boats on the Atlantic routes with the smooth " Connie" (the best three engine aircraft ever built, because one of the four engines mostly had to be shut down en route). The Constellation was fast, comfortable and pressurized and introduced a new level of luxury on the Atlantic trips.

Around-the-World and Tourist Class Services Routes were expanded further and in 1947 the Constellation " Clipper America" inaugurated the first regularly scheduled Round-the-World commercial air service. One year later, in 1948, PAN AM t ook a landmark consumer step. It set up a new class of service, tourist class, at prices well under the industry's till-then-customary all-first-class service. This marked the beginning of air travel for the masses and thus a considerable extension of the market. In 1949 PAN AM introduced the Boeing 337 St ratocru iser on the transatlantic and Pacific routes. T he double deck Stratocruiser, also called "Queen of t he Air" by passengers in the fifties, was the most luxurious type of aircraft ever built. It cou ld accommodate around 90 passengers. The lounge, where cocktails were offe red, was located in the lower deck. Beds could be lowered from the ceiling of t he main deck, thus creating sleeping berths. This luxury has never been reached again in our Jumbo Jet age. Many people will also remember the huge tail unit of the Stratocruiser rising above most of the airport passenger terminals of those days, indicating to the late passenger that the aircraft was still on blocks. From the distance it looked like a shark fin topping the sea. In May 1952 PAN AM introduced the DC-6B to its North Atlantic routes, and in October of the same year to the South Atlantic, cutting six and a half hours off the flight time from New York to Jo ha nnesburg. The 82-seat tourist class DC-6 was instrumental in increasing passenger numbers across the Atlantic causing them to climb fast abov e the normal increase rates. The DC-6 also helped to airlift many refugees and troops as we ll as sup plies and other ca rgo during the war-heated fifties.

hour, nearly double that of the piston types they were to replace. Flig ht ti mes were cut down tremendously and, because of higher range, the number of nonstop services increased. Famou~ stopover points like Shannon, Ireland, Prestwick, Scotland, Reykjavik, Iceland, and Gander, Newfoundland, gradually lost their importance and started suffering from decreasing income. The first production 707 was delivered to PAN AM on August 15, 1958, and soo n began a series of cargo services between New York and San Juan . These were effectively proving flights. The aircraft also made trial flights across the Atlantic. It was christened Clipper America, and on the evening of October 26, 1958, inaugurated American-flag jet service. Jet Clipper America departed from ldlewi ld (now J. F. Kennedy) Airport, New York, with 111 passengers and a crew of 12. Eight hours, 41 minutes later, it touched down at Orly Airport, Paris. The impact of the 707 on passenger traffic was fantastic. It virtually halved flying times. Seating capacity went up to 189 passengers per fl ight. Passengers loved the jets - it was an entire ly new flying experience. Smooth, quiet, soaring high above all weather, cru ising at around 30.000 feet. During the first three months of 1959 PAN AM 707 jets carried 33.400 passengers, more than in one year of the mid-thirties. A good measure of the popu larity of the new jets, as well as their capacity. Actually, one 707 could do as much work as three DC-7s, largest of the then piston engine airliners.

PAN AM goes North - Ac ross the Pole Then the DC-7, faster and bigger than the DC-6, went into ser-

vice with the company. It had also longer range. For the first time there were non stop services between the U.S. and Europe in both directions. Lo ndo n was now only 12 hours from New York. Direct services from inland cities like Chicago and Detroit were inaugurat ed , and in 1957 PAN AM started flying the Great Circle Polar Route b etween Ca lifornia a nd Europe. Travell ers could fly nonstop from San Franc isco to Lo ndon in 18 hours. More Polar routes fo llowed cutting down flying times cons iderably. The Far East came c lose r to the U.S. as we ll. The same yea r saw for the first tim e in th e history of Atlantic t rave l th e numbe r of airline passe ngers increas ing above those go ing by s hip. And the trend was obvious. PAN AM strongly believed that the future of long-h aul commerc ial aviation lay in the developme nt of mu ch faster and bigge r t ranspo rt planes, with new standards in eco nomics and passenge r appeal.

The Jet Age begins Already in 1949 PA N A M was con side ring seriously proposals for A merican lo ng-haul jet airliners. An advanced desig n based on the successful B-47 j et bo mbe r featur ing swept wings and podded e ngines s lung beneat h a nd forwa rd of the wings was d eveloped by the Boeing Com pany . A p rototype, labe led th e 707, initially flew on July 15, 1954. Because of successful initial fl yi ng trial s of th e 707, PAN AM p laced the biggest and most ambitious order for its t ime. O n October 13, 1955. PA N AM signed a contract with Boe ing and Doug las for 20 Boeing 707, and 25 DC-8, at a total cost of $ 269 million. These airc raft gave crui sing speeds as high as 575 miles pe r 30

In September 1958 PAN AM introduced the Boeing 707 J et, that could carry up to 189 passengers. One year later 707 jet services were inaugurated to Frankfurt. Shown here is an amateur shot of a PAN AM 707 after compl etion of an emergency landing at Frankfurt in the early s ixties. The pict ure was taken from the Control Tower th rough the contr oller's b inocul ars. 707 type airc raft are still servin g the company, they now g o into the 20th year of servi ce.

As more jets went into se rvice with PAN AM, piston e ng ine airplan es we re g radu ally ph ased out. In gen eral th e replacement went without g reat d ifficulties. All probl ems we re so lved by the technical staff, wh o were instrumen tal in wo rki ng with the Boeing Com pany on t he development of all all ied tech no logies. The pilots and cabin crews - now in mo re anonymity - also managed the step into the jet age in a magnificent way. Proof of the careful and thorough training perfo rmed by th e com pany in their own training ce ntres and schools. Wo rking as an ai r t raffi c controller in Frankfurt Ap proach Co ntrol , West Ger many, the autho r remem bers one q uiet Sund ay in the early sixties when a PAN AM 707 inbound to Frankfurt reported "unable to lower nose gear." As the pi lot indicated that he intended to land nose gear up, all necessary steps to handle th e emergency were taken. The runway was partly foamed and crash eq uipment on stand-by, when the 707 approached t he runway th resho ld slowly to to uch down at the beginning of the ru nway wit h the main gear only. Nose up, the pi lot kept the aircraft ro lli ng down the runway on the main wh eels until t he foamed po rtion of t he concrete

was reached. After enough speed was lost, the aircraft nose came down slowly and with smooth elegance and caution it touched down on the runway as if to caress it. For a moment the airp lane was hidden in a cloud of dust, but when the ship came to a standsti ll, surrounded by crash vehicles ready to fight the possible fire, there was no fire and everybody could be evacuated from the plane via the emergency chutes. No injuries apart from a few " hot pants" were Jogged. The south runway had to be closed on the occasion and when a following aircraft on approach to Frankfurt enquired over radio about the reason for the c losure, a voice with an ironic British accent came in on the frequency before the T ower controller could answer: " That's because the world's most experienced airline is having another experience!" Indeed, it was another experience. To the pilot, who had the ski ll to successfully handle the emergency, thus saving lives and valuable equipment. And to the applauding passe ngers, who survived the critical situation unscratched and most certainly with increased confidence in PAN AM. The disabled aircraft was only slightly damaged and, after being repaired on the spot in Frankfurt, rejoined the fleet shortly thereafter. In the mid-sixties PAN AM was operating some 70 707s and DC-Bs, and in 1965 PAN AM's short range fleet was updated with the Boeing 727. These were used mainly in the Caribbean and on the West Germany internals.

The Wide-body Jets Traffic growth continuing at a high rate, PAN AM once again led air transport through a new revolution. Another project, the new dimension Boeing 747, was ready for realisation . From the onset, the unpredece nted 747 project was a joint PAN AM _ Boeing - Pratt & Whitney Aircraft venture. Engineers, financial experts, designers, planners and many others from the three companies worked together to design, develop, finance and fly the 747. On April 13, 1966, PAN AM placed an order for 25 Boeing 747s, a mammoth superjet featuring a new co ncept of a fuselage of relatively enormous diameter. With a cabin no less than 20 feet wide, the aircraft would provide seating capacity for up to 490 passengers as well as cargo space in the belly to handle as much as a 707 freighter. For greater passenger comfort, however, PAN AM configured its 747s to carry approximately 360 passenge rs. The 747 develops a speed of 625 mph, and lifts a maximum gross take-off weight of 735.000 lbs. more than that of two 707s. PAN AMs order was worth over 600 million dollars, including spare parts, representi ng the largest single commitment by a co mmercial eirlin e. When Juan Trippe, who led PAN AM from the infancy of aviation to the maturity of giant jets, retired in 1968 he had witnessed many firsts in commercial aviation, including the first flight of the Boeing 747, destined to join the PAN AM fleet in December 1969. Trippe was named Honorary Chairman and handed over the reigns to Harold E. Gray, one of PAN AM's first pilots. Gray had the difficult task of keeping the company on a sound financial and cost/ benefit basis. Not an easy task in those days of starting recession and the great burden of financing the Jumbo Jets. The 747 had a difficult start-off. Passenger over-capacity and some technical difficulties with the aircraft were the cause of much wo rrying among airline officials. Captain Gray retired prematurely in 1970 because of illness, and Najeeb E. Halaby, former test pilot, lawyer and former Federal Aviation Administrator, became President and Chairman. In 1972, he resigned and the Board elected William T. Seawell , then President and Chief Operating Officer, as Chairman and Ch ief Executive. Seawell, a retired Air Force Brigadier General , had been, among others, an Executive of American Airlines and of the Air Transport Association of America. In 1976, Forwood C. Wiser, former Pres ident of Trans World Airlines, was elected President and Chief Operating Officer at PAN AM. Seawell retained the title of Chairman of the Board and Chief Executive Officer. As one of the answe rs in the search for a replacement for the venerable 707 intercontinental jets and to better meet the requirements of the market, for which the 747 Jumbo Jet was still too big,

The Boeing 747, an aircraft that far exceeded in size and capabil ity anythi ng that anyone had ever imagined, went into service with PAN AM in January 1970. Shown here is the fi r st Jumbo that l anded at Frankfurt on 28 J anuary 1970. After the end of the War Frankfurt developed into an important hub in the PAN AM networ k. Today you may find up to 5 PAN AM 747s on the Frankfurt apron at the same time.

PAN AM engineers in mid 1974 viewed the long range 747SP (for Special Perform ance). Planners saw the SP for routes with long, nonstop legs, but with somewhat lower traffic density. On July 4, 1975, the first Boeing 747SP took-off fo r a maiden flight that was the beg inning of an intensive test programme. The second airplane built by Boeing al ready showed the PAN AM markings and, after completion of the test series, went into service with PAN AM on April 25, 1976. From the very beginn ing it was obvious that the smaller jumbo has a distinct advantage over the basic 747, and the 707, in performance - longer range, high er cruising alt itude, lower fuel consumption, and a small speed increment. Like the 747 it has scores of engineering features that make it extraordinarily safe. For example, its inertia l navigation system (the same kind that guided the Apollo space flights) has not just one but two complete back-up systems. Maintenance people refer to this as " redundancy". Two auto-pilots instead of the usual one, and double hyd~aulic systems. Advanced radar with a 300 mile range. Auto~at1c electronic landing system that uses computers to bring the aircraft safely to the runway in even the worst weather conditions (ground installations permitting, of course). Automatic ground proximity warning (GPWS) . Outside wind indicator, and many more too ls that give t he impression of having a flying hig h capab ility computer.

PAN AM was the fi rst airltne to introduce the shorter Boein g 747SP 1n Ap ril 1976. This most modern l ong range jet can fly 11 .260 km n onstop and has set several new long rang e records. PAN AM presentl y operates a flee! o f 6 SPs plus 31 standard 747s, more than any other airline.

This DC-3 of American Overseas Al rlines, who merged with PAN AM In September 1950, was the first civil aircraft to land at Frankfurt alter World War II .

On April 26, the first nonstop service from New York to Tokyo was inaugurated . The 6.900 mile flight took 13 hours and 40 minutes, and slashed 3 hours, 45 minutes off the previous 707 flight time. Some 30 years ago this trip lasted more than 36 hours and required two night stops. The SP is 47 feet shorter than the standard 747, weighs 63.000 pounds less when fully loaded and carries 1.570 gallons more fuel. This combination enables the 747SP to fly nonstop distances greater than any other aircraft in commercial service. Up to 8.000 miles or more, depending on meteorological conditions, it can go nonstop. Consequently a number of nonstop services were inaugurated with the 747SP. San Francisco-Auckland nonstop - in just 13 ho urs. Back in 1940 the trip req uired four and a half days to complete. Actual flying time of the then Boeing 314 flying boats was about 50 hours, with overnight stops at Honolulu, Canton Island and New Caledonia. Other non stop routes are San Francisco-Sydney, New YorkBahrein (Middle East) and New York-Rio de Janeiro, a trip that required 7 overnight stops in the early days. Last May, a PAN AM 747SP established a record of 46 hours and 50 seconds for a scheduled round-the-world commercial airline flight. Demonstrating the aircraft's superior performance, the Clipper Liberty B ell Express with 98 persons on board had intermediate stops only in New Delhi and Tokyo during the globegirdling, 23.138 miles flight from New York to New York. The Federation Aeronautique lnternationale, an agency which monitors and maintains official world aviation performance records, sai d the PAN AM 747SP bested the previous record by more than 15 a nd a half hours.

A Look at the Cargo Scene PAN AM also led in the development of the air cargo market. It carried the first non-mail revenue cargo in 1931, built its first cargo w arehouse in 1936 in M iami, carried cargo on the China and Yankee Clippers across the Pacific and Atlantic, and in 1941 a PAN AM Sikorsky S-42 flying boat became the first airplane to o pe rate in all-cargo conf iguration. PAN AM flew 22 million ton miles that year, then a record. World War 11 , with its tremendous demand to move military cargo overseas, spurred t he profile of air cargo. Th e Berlin Airlift in 1948, the Korean War, and later on Vietnam called on PAN AM for s ignificant co ntr ibutions. DC-4, DC-6 and DC-7F were capable and re liab le work- horses tor many years all over the world . By 1959 PAN AM had the greatest cargo capac ity of any airline. In 1967, it introduced the first all-cargo jet plane and since 1965 it has operated round-the-world jet freighte r service. Soon after the Jumbos appea red on the scene, air cargo versio ns joined the fleet. Today, the combination of its pure ca rgo fleet (in c luding 4 jumbos), p lus t he freight capacity in its passenger aircraft, makes PAN AM t he world 's largest air freight carrier.

An Airline within the Airline IGS - Intra German Services It was back in 1946 when American Overseas Airlines started to serve Europe. American Overseas Airlines, which were united with PAN AM at a later date, inaugurated weekly flights from New York via Amsterdam and Frankfurt to Berlin on May 18. 1946. Their DC-4 was the first civil aircraft to land at Berlin after World War 11. In the first year they carried 443 passengers between Frankfurt and Berlin. In 1947 2.142 and in 1948 22.546 passengers took the 2 hour ride to Berlin. Then came the Berlin Blockade wherein AOA had a significant share in the transport of goods and persons to the cut-off capital. Between June 26, 1948, and May 12. 1949, a total of 28.564 passengers and 6.400.000 kg freight were carried on over 2000 flights between Frankfurt and Berlin. During 1950, which saw the merger of AOA and PAN AM , other West German cities were connected to Berlin. Hamburg, Stuttgart, Dusseldorf and Munchen were linked to Berlin first. Munchen had been served by PAN AM since 1948 and was thus the first German city served by PAN AM after the end of the War. In 1950 over 90.000 passengers were carried on the Berlin routes. In the first year of PAN AM's involvement a man came on the scene, who was instrumental in furtheringâ&#x20AC;˘ the progress of the Berlin services. Stationed at Frankfurt, the Director for Germany, Mr. Rodenbaugh, with a sixth sense for the demands of thi s market and with th e energy and persistence of a true pioneer, promoted Berlin flights from all West German Airports. Pus hing the case through various administrations to get the necessary clearances from the Allied Forces (in charge of the Berlin ai rspace) and the German Authorities, he even managed to get Berlin flights subsidised by the German Authorities. Air fares to the passengers were thereby kept within reasonable limits. The DC-4 of the fifties carried more than half a million passengers to and from Berlin, and when the 87-seated DC-6 was introduced on the Berlin routes in 1960, passenger numbers soon climbed above one million. In 1966 the DC-6 was replaced by the three engine jet Boeing 727 with 127 seats. In the first year of operation passenger numbers went above two milli on with an increasing tendency until the top year 1971, when 3.527.265 passengers were carried o n 40.989 flights. The Intra German Services of PAN AM under Roden baugh had deve loped into a high frequency short distance service that gave work to more than 1.200 employees, in c luding 113 pilots, 53 flight engineers (mainly stationed in Berlin) and 124 stewardesses (mostly German). In 1972 when the Treaty between West (BRO) and East (DDR) Germany became effective, a backward trend began. Surface travel through the DDR to Berlin was liberalised by the Treaty and

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Probably the only step back in the history of PAN AM to serve progress. To continue serving the rapidly developing Berlin traffic, a veteran DC-3 was temporarly used between Frankfurt and Stuttgart, to collect Berlin passengers from Stuttgart, where the main runway had to be closed in the mid sixties for major repair work. Only small aircraft could l and on the remaining maneuvring area. In the typical Suabian way of using the diminutive this DC-3 - shown in t he new PAN AM colors that were introduced in the early sixties - was called "S 'CLIPPERLE".

consequently less people were using costly air transport. Air fares had to be increased several times, which was also a contributing factor to the downward trend. In 1975 the airline was back below the 2 million passenger mark and took steps to keep a favourable balance in the cost/ benefit calculations. Together with the other airlines serving Berlin agreements were reached about streamlining the Berlin services. British Airways and PAN AM agreed on route segregation to save costs and to avoid duplication of effort. British Airways took over the Hannover, Dusseldorf, Ki:iln, Bremen and Sylt sectors, PAN AM continued the Hamburg, Frankfurt, Munchen, Stuttgart and Ni.irnberg routes. The number of daily flights was reduced. Additionally PAN AM entered the charter business with flights from Berlin to the Mediterranean and in augu rated a new daily service between Berlin and Zurich. (1 April 1977). on August 31, 1975, Tempelhof Airport terminated its civil se rvices and all airlines moved over to the newly constructed modern Tegel Airport. The Tempelhof facilities had no more room for expansion, neither the runway nor the terminal could cope any longer with the demands of today's high capacity jet traffic. It was the end of an era of Berlin flying many passengers will never forget. Arriving in Tempelhof always was a nice experience. Flights with Capt. Jack Bennett (more than 26.000 flying hours) or Capt. William Collier (over 24.000 hours mostly on Berlin flights), to name but a few, the author has enjoyed on many occasions. Being born in Berlin and controlling air traffic at Frankfurt, he often used the PAN AM link to his home town . As a matter of interest most of the flights were done in the cockpit, giving a chance for some shop talk between five and ten thousand feet. It was amazi ng how much the "Berlin pilots'' got accustomed to the land and its people. Some of them really could repeat w ith pride the historic words expressed by the late John F. Kennedy : " lch bin ein Berliner". Flying the Berlin Corridors thousands of times the PAN AM crews know with closed eyes almost every spot along the route . With the years it didn't surprise me any longer when captains were pointing out to me with pride some historic monuments in the ODA and lecturing about German history. The 13 Boeing 727s that are flying now between Berlin-Tegel and West Germany hurry in and out of the airports and the little flying time does not leave very much time for any philosophy. Except probably fo r the money-making and what-to-do-in-your-daysoff ... PAN AM will continue to serve Berlin-Tegel and whomever f lying between Berlin and West Germany. This city will always be in need of airline services that were so efficiently introduced by PAN AM during the difficult post war period and maintained to the present days even if the financial attractiveness was lost by the slight-

ly diminishing market. The city and its inhabitants or visitors can be proud and grateful for the more than 600.000 fl ights to Berlin carried out by PAN AM since getting involved in this area, and for carrying over 40 million passengers to and from Berlin.

A DC-4 of the fi fties. She carried up to 70 passengers and served the company from October 1945 until replaced by the 87 seated DC-6 in 1960.

In 1966 the jets were introduced on the Berlin routes. Since then PAN AM Berlin has used a fleet of 13 Boeing 727s as show n here on the Berlln-Tempelhof apron. The 727 carries up to 128 passengers.

PAN AM at 50 Turning 50 is a good time to measure achievements against goals. But how to measure an airline? There are many ways. One is to look at what the airline has contributed to aviation. Here, even its competitors put PAN AM at the top. During its 50 years PAN AM has pioneered every significant overseas air route. It has been the leader in developing bigger, faster, more reliable aircraft, better navigational techniques, communications systems and maintenance procedures. PAN AM has set the standards followed by most airlines in the world. Or look at what the airline has done for the flying public. Look at the support to the U.S. aerospace industry through orders from foreign airlines following PAN AM's lead - thus creating hundreds of thousands of jobs.

The pioneering days of early commercial aviation saw PAN AM carrying the U.S. flag to all corners of the globe, leading all other airlines with a long series of technological firsts that continue to shape the international aviation industry to the present day. Below are some PAN AM "FIRSTS" 1927 - First American airline to operate scheduled international air services, and to introduce multi-engine aircraft for scheduled transportation. 1928 - First American airline to use air-ground radio communication, and first airline to order and purchase airplanes that were built to its own technical specifications (Sikorsky S-38). 1929 - First airline to develop and introduce instrument flying techniques, and first to offer meals on board the aircraft served by stewards. 1930 - First American airline to offer international express airmail services. 1931 - First American airline to develop and operate four-engine flying boats. 1935 - First airline to offer scheduled air services across the Pacific. 1939 - First airline to provide regular transatlantic mail and passenger service. 1942 - First airline to complete a round-the-world flight, and first airline to offer international freight services with all-cargo aircraft. 1945 - First airline to use high-speed, long range commercial land planes on transoceanic routes (DC-4). 1947 - First airline to introduce scheduled commercial round-the-world service. 1948 - First airline to offer Tourist Class travel outside the USA. 1955 - First airline to order U.S. commercial jet planes. 1958 - First airline to operate scheduled transatlantic service with AmericanbuHt jets, the Boeing 707. 1962 - First airline to install and use a global electronic reservations system (PANAMAC). 1963 - First airline to introduce the Boeing 707-321C pure jet freighters on scheduled freight services. 1965 - First airline to operate round-the-world jet freighters. 1966 - First airline to order Boeing 747 Jumbo Jets. 1967 - First airline to test and carry out fully automatic approach and landings in scheduled service. 1969 - First airline to demonstrate satisfactorily and receive FAA approval for regular use of the Carousel IV inertial navigation system. 1970 - First airline to introduce the Boeing 747 on scheduled service. 1971 - First airline to offer round-the-world service with the 747. 1972 - First airline to use electronic surveillance and screening devices for the security of boarding passengers. 1973 - First airline to order the Boeing 747SP. 1974 - First airline to install fleetwide Ground Proximity Warning Systems (GPWS) and to have the system certificated by the FAA. 1976 - First airline to introduce the 747SP, and to set up a world record on a round-the-world flight in a passenger-carrying 747SP.

PAN AM's Airline Services Division has assisted many airlines and airport companies in less developed countries. Or take other services, like hotels. To build up their own hotel chain goes back to the requirements of the thirties, when plenty of night stops at various places along the PAN AM routes called for comfortable hotels. But also because many of the new destinations could not yet offer the kind of accommodation PAN AM passengers wanted, the Airline went into the hotel business, forming Inter-Continental Hotels (IHC). Starting with the small Hotel Grande in Selem, Brazil, in 1946, IHC bought or constructed hotels all over the world. Each Intercontinental Hotel reflects the style and traditions of the country

it is in, and is built mostly with local materials. IHC operates now 78 hotels in 37 countries. Another subsidiary, the Aerospace Services Division, provides a wide range of services at several guided missile and rocket ranges. PAN AM's Business Jets Division is the sole distributor for the Falcon executive jet aircraft in North America; and the Metropolitan Airports Division operates general aviation airfields in the New York area, including Westchester County and Teterboro Airport. Or look at the statistics, which show how PAN AM developed into America's leading international airline, a two billion dollar company. During the first year of operation PAN AM carried 1.184 passengers. on a route system of several hundred miles. Ten years later, in 1937, the airline already employed 4.700 people and 144 aircraft. Its routes covered around 50.000 miles including Pacific services Hongkong and the New York-Bermuda service. More than 200.000 passengers were carried that year. In October 1947, PAN AM announced that during its first 20 years it had carried a total of seven million passengers. Today, as PAN AM celebrates its SOth anniversary, more people than that use the airline in a single year. In 1957 PAN AM provided air transportation and service to around 9 million travellers. PAN AM's active fleet presently includes 37 Boeing 747s, more than any other airline, and 69 Boeing 707 and 727 aircraft. The 106 Jet Clippers fly nearly half a million miles each day along 88.000 miles of unduplicated routes, serving 92 cities in 63 countries on six continents. Throughout the golden anniversary month of October 1977, the airline, its friends and passengers were celebrating in grand style the achievements of the world's most experienced airline. Among the many events, ceremonies, publications, films, etc. on this occasion, another record setting round-the-world flight in a Boeing 747SP merits special mention. This Anniversary Flight, Clipper 50, departed San Francisco on October 28, overflew the North Pole, stopped in London and Capetown, and, after hurdling the South Pole, made a last stop in Auckland, New Zealand, before arriving back in SFO on October 30. The 26.642 mile flight required a total of 481/:z hours flying time, a new record in civil air transport. The flight carried 150 passengers, including five employees - one from each division - to act as official representatives of the company during small celebrations at stop-overs. Reservations for this flight were open to the public. Tickets at $ 3.333 for first class and $ 2.222 for economy were sold out less than one week after the flight was announced last summer. Passengers received a special gold inscribed certificate commemorating the occasion. As on many previous occasions people may think that this spectacular flight would be the "last word" in air travel. Surely PAN AM will prove in the years to come that Chairman Seawell might be right when indicating· his confidence that PAN AM's best years still lie ahead. Acknowledgement: The author is much indebted to PAN AM Public Relations Berlin, the Frankfurt Airport Company, and Mssrs. Engelmann and Ha~ser (two air traffic controllers at Frankfurt Approach Control) for making available a wealth of material on the occasion.

*** "But You Said ••• " This incident involved a light single engined aircraft flown by a private pilot of rather limited experience. The aircraft was on final for a full-stop landing. The ATCO, who was not particularly busy, warned the pilot that the runway was very wet due to recent rain, and for the same reason added, "soft land to the right of the runway". The pilot acknowledged. An astonished and quite speechless ATCO watched as the pilot touched down in exactly the spot to which his attention had been (Cocodoodledoo) drawn.

News From Corporation Members

Hollandse Signaalapparaten Press Information Austrian Military Air Traffic Control Authorities place an order for Colour Radar Displays with Signaal. The Austrian Ministry of Defence has awarded Hollandse Signaalapparaten, the Netherlands, an order for the "Operator Display System" for military air traffic control. This order comprises 33 traffic control positions, auxiliary equipment and services, to a total amount lyingÂˇ between Hfl. 10,- and Hfl. 20,- million.

Ne"!Tacan from ITPC

u:s. Navy's new AN/URN-26 shipboard Tacan, built by ITPC, is now undergoing tests on board USS Oliver Hazard Perry, the Navy's new fast frigate. The company delivered the new Tacan station barely five months after contract award when another contractor encountered delays. The URN-26 is all solid-state except for two final output tubes. The facility normally radiates a 3-kw. peak power signal, but if either the power amplifier or intermediate power amplifier should fail, the faulty unit can be bypassed to enable the station to radiate a 700-w. signal. The company reports that all system elements are performing.

COLOUR DISPLAY

Very modern 50 cm four-colour displays constitute the heart of each of these traffic control positions, which are fitted with "touch input devices" and some conventional input media. Each position contains its own minicomputer, which controls the displays and processes the inputs made by the traffic controllers. Recent investigations haveÂˇ shown that the introduction of colour for data display offers physiological advantages, including a contribution to the safety of air traffic. For further information please contact: HOLLANDSE SIGNAALAPPARATEN B. V., P.O. Box 42, Hengelo, the Netherlands. Telex 44310 sign nl

International Technical Products Corporation The Honourable Jean-Pierre Goyer, Minister of Supply and Services, announced in November 1977 the award of a contract to International Technical Products Limited of Montreal, Quebec. This contract, with a value of $ 40 million, covers the supply of air traffic controls systems to seven Department of NationaJ Defence airfields in Canada. International Technical Products (ITP), the lowest bidder on the contract, will be managing a consortium of three other corporations that will be providing major sub-systems to ITP. These companies are Goodwood Data Systems of Carleton Place, Ontario; AIL Division of Cutler-Hammer of New York and Westinghouse Electric Corp. of Baltimore, Maryland. Awarded as a result of competitive tender to a number of Canadian contractors, the contract has been the subject of an intensive technical, operational and financial review by a team of Supply and Services and National Defence officials over a period of many months. The multi-million dollar contract is expected to produce a considerable number of jobs for Canadian engineers and technicians and is slated to account for industrial benefits to Canada totalling 75 O/o of the total contract value with the associated American companies. The program is expected to be complete in approximately 46 months.

Philips New Microprocessor-Controlled H. F. Receiver Incorporating microprocessor control into their range of HF radio receivers has enabled Philips not only to simplify control, but also to provide such outstanding features as tuning-in to any frequency merely by pushbutton control; up/down sweeping; auto search; instantaneous selection of pre-programmed frequencies, and simple remote control over 2-wire telephone lines. Tuning, down to an accuracy of 1 Hz, is by means of a keypad, a tuning knob and 'up' and 'down' buttons. Up to 10 frequencies can be tuned in and stored in a non-volatile memory (RAM) for instant channel changes later; a pre-programmed channel change takes no more than a few milliseconds. The processor intelligence is concentrated in a factory programmed read-only memory (PROM). The interface between the processor, the keypad and the frequency synthesizer presents simple, addressable buffer inputs and latched outputs. The remotely controlled version incorporates additional input and output ports to convey RF/AF meter readings and to cope with all the functions of the front-panel switches for IF filters, mode selection, etc. The receiver itself is evolved from the successfull RO 100 series with its consistent modularity and its ease of access via the hinged front panel. Its standard version is suitable for the prevalent reception moded and for either table-top use or 19-inch rack mounting. The directly controlled version is designated RO 153, the remotely controlled version RO 156 and the remote control unit RL 157. The remote control unit, also equipped with a microprocessor, can be used to control up to 10 receivers and, in addition, provides a facility to choose out of six aerials per receiver. Both the receiver and the remote control unit contain a modem for data transmission at 200 or 600 bauds, a speed which cannot give problems with any telephone line. Using one remote control unit for several receivers does not sacrifice the individual character of control: each receiver in turn can be tuned separately and subsequently one of them may be used for searching without affecting the operation of the others. Telesignalling and telemetering are cyclic, whilst telecontrol is via the activated mode {implying that only changes are signalled). The activated mode permits a remote receiver to be tuned manually at the low transmission speed of 200 Bd without the "rubber spindle" feel.

The Talking Computer - How It Can Assist The Controller by Gary Humfelt ATC Marketing Manager Sperry Unlvac (A Corporate Member of IFATCA)

A Reality All of us are familiar w ith the use of computers for business and military purposes. We have also read or seen science fiction stories and films wherein the computer talks to people and respond s to their verbal commands. But now let's step out of the real m of science fiction and into the real world where computers can really talk.

of speech recognition systems that are available on the market today would not be acceptable to air traffic control applications. These systems require that the speaker pause between words and that the system be " tuned" to the speaker's voice. The tuning process means that each person who is to use the system would have to repeat the system vocabulary approximately 10 times. Therefore, speed and accuracy of speech recognition must be improved and the size of the vocabulary mu st be expanded before these systems can be considered for practical ATC application. Experts in this field of speech recognition feel that it will be 5 to 10 years before this goal is achieved.

Application There are almost unlimited possibil it ies for application of computer speech response and speech recognition technology. However, for the purposes of this article the application is limited to air traffic control speech response using technology which exists today as demonstrated by the VRU 400 system. In present automated air traffic control systems there exists a significant amount of ATC information . Othe r systems s uch as weather monitoring and visual range devices, are available and could be added to existing automated systems to provide realtime monitoring of wind, barometri c pressure, temperature and visibility information. However, without an effici ent way of conveying this information to the controllers or to supervisory personnel, the effectiveness of this information is lessened. In present systems, bells, buzzers and blinking symbology a re used for attracting attention to a particul ar situation . But when there are several different types of alerts the effectiveness of this method of draw ing attention to a particular situation decreases. In this c ase the controller must first detect the alert and then differentiate between similar alerts (for example, blinking symbology technique) to determine what the system is t rying to tell him. As humans, c ontrollers respond quickly to verbal info rmation probably because we are more accustomed t o dealing in this environment. Therefore, the use of the present alert methods augmented with spo ken information would improve this detection and recog nition process.

Examples

The VRU 400/mt system manurnccured by Sperry Univac

Technology in the area of computer-generated s peech has developed very rapidly in the past 2 to 3 yeÂˇa rsÂˇ reaching the point where it is possible for the computer to generate enti re spoke n sentences . These sentences are based upon random words. which a re grammatically arranged to inform a person of the existence of a particular situation. Furthermore, the quality of computer speech has evo lved so that it is almost impossible to determ ine that you are not listening to a nother perso n speaking. Th is computer speech may be in any language and have either male or female characteristics. The VRU 400/ mt system presently being manufactured by Sperry Univac represents "state-of-theart" c omputer generated speech tech nology incorporating the above features. In the area of computers respondi ng to spoken human instruct ions. industry is also moving forward . However, the performance

The following scenarios illustrate some typical exa mples of how computer-generated speech could be used to alert the controller and/or supervisory person nel to system detected anom alies and situ atio n. The last three examples d eal w ith the possible application of computer-generated speech to provide VFR traffic advisory and weather information services. Minimum Safe Altitude Warning - Lufthansa flight 431 is decending into the Frankfurt terminal area but inadverte ntly its descent is faster than anticipated. It therefore e nters an area which has a higher minimum safe altitude than its present fli ght level. Based upon the transpo nder report the autom ated ATC system d etects this hazardous condition and blinks the data tag o n the responsible co ntroller display while the voice response si multaneo usly informs the co ntroller " Lufthansa four three one is b elow minimum safe altitude" . The controller woul d th en advise Flight 431 that it was below w hat is considered a safe altitude. With th e addition of an automated radio communication syste m an advisory cou ld be sent d irectly to Flight 431 at the same time the contro ller is alerted without req uiring controller acti on. This advisory phrase might be " Lufthansa flight four three one, a lt itude alert, check your altitude" .

In a similar situation Swiss Air Flight 307 is on final approach to Zurich but its approach is below the ILS glide path. In this case the automated system could blink the associated data symbology and advise controllers that "Swiss Air three zero seven is below glide ·slope". Again the controller or the automated radio communication system could advise Flight 307 of the situation. Conflict Alert - In another situation based upon reported altitude, ground speed and minimum separation standards a projected potential conflict is detected by the automated system. The system could blink the associated data symbology on the responsible controllers display and verbally advise the controller "British Airways zero one one and Transworld seven zero two are in potential conflict". The controller could verify this situation and if required inform the respective pilot(s) to take evasive action. Weather Advisory - In the area of weather information using automated sensors the system could advise controllers of potentially hazardous weather conditions. One example would be "Weather Alert, possible wind shear detected on approach to runway two nine". When the wind shear potential had declined the system could inform the controller "Weather report, wind shear potential on approach to runway two nine has dissipated". Hand Off - As an aircraft flies from one control sector to another, responsibility for control is also passed from one controller to another. In automated systems one method of drawing attention to a requested "handoff" is by blinking the aircraft's associated symbology on the receiving controllers display. Through use of a voice response system the controller could also be verbally advised "Handoff request Pan American one zero zero". Supervisory Alerts - In the area of supervisory information the system could advise supervisory personnel of system status. An example would be "Failure has been detected in radar digitizer number one, system has reconfigured to use radar digitizer number two". When the maintenance personnel have repaired radar digitizer number one and informed the automated system that it is available for use, .:the s.yatem could inform the watch supervisor that "Radar digitizer number one has been repaired and is now avallble for use". Weather Conditions - An area where computer-generated voice could also be useful is in providing terminal weather condition advisories. On a preset frequency the system could provide real-time weather data to the pilot about current terminal weather and operating conditions. This real-time data is gathered by the remote sensors and can be smoothed by the computer before transmittal. VFR Advisory - Another application would be to provide automatic VFR advisory service to consenting aircraft. Such a system was successfully demonstrated by Sperry Univac at Knoxville, Tennessee in 1972, using a system which by today's standards is very primitive. In this live demonstration transponder-equipped aircraft participating were assigned a discrete code and were advised to switch to a designated radio frequency. From that point on they automatically received pertinent advisories on nearby traffic and terrain over which they were flying. Such advisories as "November three seven six traffic one o'clock five miles northwestbound, beacon reported altitude: ten thousand five hundred" were automatically transmitted to the pilot when the associated traffic met a predetermined advisory criteria. Weather Briefing - Still another potential application for voice response is in the area of pilot weather briefings. As an example, with such a system the pilot could telephone in his expected departure time, destination, route, etc. to the nearest flight service station. The attendant would enter this information into the computer. The computer could respond quickly with a verbal briefing comparable to that which is presently provided by the flight service attendant.

The Near Future As stated earlier, within the near future, computers will be "trained" to accept human voice commands. When this occurs, industry will have overcome one of the heaviest handicaps auto-

mation has placed upon the controller, that of keyboard inputs. Many of the functions presently performed by controller keyboard entries will be replaced by verbal commands. This will minimize the distracting effect which occurs when the controller must move his eyes from the display to enter data via the keyboard.

Conclusion As noted in this article, the technology exists today to provide computer-generated speech. Currently plans are being made to exhibit the Sperry Univac VRU 400/mt system at the annual IFATCA Convention in Copenhagen, Denmark. Within the near future the computer will also be able to respond to our spoken commands. The introduction of computer-generated speech and speech recognition systems into the world of air traffic control will be significant tools that the controller can use to perform his primary task of providing aircraft separation in a more effective manner.

•

Universal News Airport Associations Meet in Vienna A low-cost approach to ground-movement radar, a recently introduced departure-control system, a new type of aircraft doc:'<ingguidance equipment - these were some of the eye-catching items at the 4th International Airport Construction and Equipment Exhibition, held in Vienna on September 7-10. It was staged simultaneously with the 17th Annual Congress of the International Civil Airports Association {ICAA), where delegates from many of the world's airports gathered for the usual busine.ss and social sessions and for a symposium chiefly concerned with the theme "Human Relations in Airport Management". Behind the scenes, one of the current questions exercising the minds of airport executives was that of whether there should be a single international organisation to represent airports. To the outsider the present situation is confusing. There are three main international organisations-ICAA, based in Paris and with members predominantly in Europe, Africa and the Far E~st; AOCI (Airport Operators Council International), based in Washington DC and with some non-American members but essentially preoccupied with American affairs· and the Western European Airports Association, which until r~cently restricted membership to the main airport authorities of the countries concerned. Anxiety over airports' failure to make their voice heard in the international arena, especially in ICAO, led to the formation in 1970 of yet another organisation, AACC {Airport Associations Coordinating Council), designed to represent the interests of the other three in ICAO and IATA. Most people in the industry seem to agree that AACC has succeeded in its objectives, and certainly airports' interests have been taken into account much more widely than in the days when their only representation was through their own national delegations to ICAO. . There are those however who would like to see a single representative body; this would avoid some of the present a~o malies and duplication of effort and perhaps present a more influential face to the international scene. Conclusions of a working party on the subject have so far given more support to those who argue that airports. ac.ross the world are too diverse in ownership, management ob1ect1ves, size and outlook. A single representative body, they argue, is ei~her not feasible or would have to be so regionalised as to confer little advantage over the present set-up. Against this background, ICAA is in fact strengthening its o~n position, not least among developing countries. The level of its behind-the-scenes activities - with working parties in such fields as personnel management and training, data processing, commercial management, insurance and so on - is increasing. 37

The association has a lso made some progress in throwing off the image, widely seen in non- Latin countri es, of an organisation dom inated by the French in general and Aeroport de Paris (ADP) in particu lar. As the ADP is conspicuously successful in selling its consultancy se rvices ab road, and with them French eq uipment and ex pertise, the trend can on ly enhance ICAA's standing as an independent international body. As us ual, most of the papers read to the public sessions of the ICAA Co ngress w e re bland and innocuous. Among the exceptions was one by J ames Utterson, deputy chairman of International Aeradio, who grasped the nettle of the d eve loping countries' s usceptibilities with some constructive comment on airport management in those areas. This was courageous, as many of his c ompany's best c ustomers are in the more rapidly developing nations of the Middle East. Mr. Utterson was regre ttably not present in person to field the spirited reaction from the floor of the hall. His theme was, in essence, that a irports in developing count ries should , in cases at least where they were built to meet traffic needs and not just for politics or prestige, be run more as commercial concerns and less like civil-se rvi ce offshoots. He also c alled for better pay and caree r structu re for airport manage rs, and less dabbling in airport management by people who use it as a stepping stone. Anothe r candid contribution to the debate was that of Ernesto Postiglione, ma naging d irecto r of Aeroporti di Roma, the authority w hich in 1974 took ove r the runn ing of Fiumicino and Ciamp ino f rom the Ministry of Transport. The two airports were then in a state of total neglect, he sa id ; they were now still far from pe rfect, but he prom ised steady progress. One of his company's problems is f inancial: it has no control ove r the level of user charges, which are set by the G ove rnme nt in (he claimed) the airlines' favour and w ithout regard for th e leve l of serv ice needed and the cost of prov id ing it. The o th er m ai n problem was his o rgani sation 's duty to co-o rdinate ov erall airport activity but lack of any mach inery by wh ich to acc omplish it. A s a result, such se rvices as fire , police, sec urity, Cu sto m s an d immigration tended to go t heir own ways, he said . A s an exam ple, he sai d th at the airport authority bought X-ray and metal-d etector equipment for the po lice in an effort to cut down the long waiting ti m e for passeng ers at security checks. The speed-up was so successful that th e police cut down thei r staffing levels and the queues reappeared. In the sect ion of the sym pos ium dea ling w ith futu re airpo rt equip ment, the Canadian Ministry of Transpo rt's director-g eneral a irports , Eric Wi nsor, gave an acco unt of exper ience to date w ith t he mobi le lo unges w h ich convey passengers to and from ai rc raft

Noted in particular was a ground-movement radar developed by Dann ebrog A/ S of Denmark in association with the Directorate of Civil Aviation and now in use at Copenhagen/ Kastrup Airport. Such radar is usually considered financially out of reach for all but the largest ai rports but the Danes have attempted to produce a " non-frills" system at low cost. It is an X-band (3 cm) radar selling at around £ 60,000; performance in rain and heavy snow is c laimed to be good. In its present fo rm there is no bright display, in the interests of keeping the price down . (See item below-Ed.) Coincidentally, one participant in the Congress, Kurt Kihr, president of the Austrian Air Traffic Contro llers' Federatio n, advocated surface-movement radar as a "very desirable piece of equipment" at an airport, but acknowledged the high cost. He hoped that a cheap system (with daylight viewi ng) co uld be developed, although he emphasised that the role of such radar " is to provide inform ation and should not at th is stage be considered suitable for positive control." Another eye-catching exhibit was an ai rcraft docking guidance system from Steelcons of Sweden. It was evolved to counter problems with snow that have affected co nventional docki ng systems, and to reduce the incidence of damage to ai rcraft docking at Stockholm/Arlanda's new terminal (British Airways Tridents have proved particularly susceptible to damage there) . The system, costing about £ 5,500 per unit, uses se nsors in the apron and a co lou red-light display fac ing the pilot. Raytheon Data Systems brought its new departure-control system, Raycheck , to the show. Raycheck's first customer is British Caledonian, w hich has introduced the system at Gatwick fo r passenger handling and load-contro l functions. David Woolley, Editor of AIRPORTS INTERNATIONAL, writ ing in FLIGHT INTERNATIONAL.

Danish Company Develops New Low-Cost Radar System for Surveillance of Airport Ground Traffic Great efforts are continuous ly be ing made in order to inc rease safety in air navigation. Still more reliable radar systems and precise landing systems today enable take-off and landing eve n at very low visi bility, e.g. in rainy we ather, in fog , or in snow. However, a chain's weakest link is the measure of its st rength . Many Controllers have realized that surve illance of the ground traffic on taxiways and runways is a fi eld in which strong efforts are required .

at Mi rabe l. Initial techn ical tro ubl es (at one ti me the vehicl es were averag ing 1 · 36hr maintenance for eve ry hou r of operation) and proble ms brought o n by a n unusually severe w inte r had bee n resolved, he said , a nd acceptan ce by passengers a nd airlines was now good . It took o n average 16min 30sec f rom air c raft w heel-stop to disem bark all passengers, he said, and 10m in 50sec to embark them (fro m c losu re of lou nge doo rs at t he terminal to arrival of the last passe nger on board the aircraft). He left ope n the future role of m ob il e lounges in Canadian airport plann ing. Air line forays into t he deve lo pm e nt of surface rapid-transit systems are unusual to say the least : but there was an acco unt of Japan Air Li nes' HSST (high-speed surface tra nsport) project from Akira Hayash i of JAL. The system is d esig ned to link the new and unopened Narita A irport with downtown Tokyo, coveri ng th e 41 miles (65 km) in 14 m in. The prototype two-seat HSST ve h icle has reached 95 m.p.h. (152 km/ hr) on a recently b uilt test track . The desig n objective is double that. and 300 m .p .h . is claimed to be possible . The syste m employs mag neti c levitat ion and linear moto rs. The attendant equipment exh ibition su ffered from being a coup le of miles away from the co nference, bu t gave an excellent cross-section of c urrent a irport equ ip ment.

ASTI Antenna unit operat ing at Copenhagen Ai rport

Co-operation between Dannebrog Elektronik AS, System Div ision, Lystrup, Denmark and the Directorate of Civil Aviation in Denmark has resulted in a development of a radar system, the Dannebrog Airport Surface Traffic Indicator (ASTI), specially designed for surveillance of airport runways and taxiways. The ASTI System has just been installed in Copenhagen Airport, Kastrup. The ASTI System is based on modern technology using standard radar system units, which makes it an economical, high performance, and high-reliability system with low maintenance costs. The ASTI System supplies the Tower Controller with accurate information on the position of aircraft and vehicles on the runway and taxiway system. The information from the radar display enables the Tower Controller to: determine when aircraft and/or vehicles are clear of the runway monitor whether aircraft and vehicles comply with control instructions confirm pilot reported position s provide directional taxi information to aircraft direct crash-crew towards an emergency location on runways and taxiways The ASTI System is operating in the X-band with Pulse Repetition Frequency and Pulse Width adjusted for optimum detection and resolution performance. A special Video Blanking facility suppresses or blanks all irrelevant echoes from buildings and areas between and outside the taxiways and runways. This feature reduces the glare from the display and makes it easier for the human eye to focus on the essential echoes. Through the ASTI System the Controllers are given a reliable tool, which can increase capacity without decreasing safety. Dannebrog Elektronik AS is a member of the Dannebrog Group and specializes in the fields of Space Electronics and Radio and Radar System s for communication and navigation.

50th Session of the Eurocontrol Permanent Commission The Permanent Commission of EUROCONTROL, the European Organisation for the Safety of Air Navigation held its 50th Session in Brussels on 17th November, 1977. The session was presided over by Mr. Ernst HAAR, Parliamentary State Secretary in the Ministry of Transport of the Federal Republic of Germany. The Permanent Commission adopted the Five Year Plan and Long Term Costings submitted by the Agen cy for the period 1978-1982. Thi s is the fifth such plan and gives the programme for d evelopment activities and deployment of facilities to serve air traffic in the upper airspace for which the Organisation is res ponsible. The programme includes, for the first time, projects to be carried out by the Agency for non-Member States under Agreements of Asso c iation or Cooperation. Wh ilst it is difficult to evaluate such commitments several years ahead, it wou ld appear necessary that the Organisation be prepared to offer its services to European States to enable them to benefit from EUROCONTROL's experience in modernising their air traffic systems. Against the background of the Five Year Plan, the Permanent Commission approved the Organisation 's Investment and Operating Budgets for 1978. Cred its for payment in the Investment Budget amount to 16.851 .000 European Units of Account (EUA)•, comprisin g 5.385.00 EUA for the common programme of direct investments by the EUROCONTROL Agency and reimbursements of 11 .466.000 EUA to Member States in respect of indirect investments made by individu al States in respect of services provided for the EUROCONTROL airspace. The common Operating Budget for the seven States provides for payments amounting to 33.932.000 EUA. The four States Operating Budget for the BENELUX/ Federal Republic of Germany Region totals 49.816.000 • 1 EUA has been equated to £ 0.650971.

ASTI Radar pic ture of airport areas w ith bl anking of areas outside and betw een runways and taxi ways

EUA of whi ch 1.382.000 EUA meet the reimbursement of ind irect operating costs. The Ministers in their dua l c apac it ies as Members of t he EUROCONTROL Commission and as Nation al Aut ho rit ies, app roved the route charges unit rates and transatlantic tariffs calc ulated on the basis of 1976 costs with a recovery rate of 75 O/o applicabl e as fro m 1st April 1978 in the airspace of t he EUROCONTROL Member States and Contracting States. Eurocon trol Press Release

World Air Traffic - AOPA's View Wo rld Ai r Traffic stati stics give good in sight into com parative freedom of movement of all planes everywhere, utility and value of general aviation, shows U.S. far and away world aviation leader. Foreign d ata in following tab le are from ICAO tabulation of airport traffi c for CY 1975 (pu b licat ion No . 21 0) ; U.S. data are from FAA Ai r Traffic Activity data ta bulatio n fo r same period. AOPA cont inues to update t his material because of rig'id limitations on general aviatio n operat io ns into many hallowed international airports, usually restr icted to co mmercial airlines. AOPA-U .S. and IAOPA spokesmen freque ntly point out fallacy of thi s poli cy, also of restricti ons based o n imag ined "saturated airspace" around ai rports. Lond on is typ ica l of this, yet its two major airports combi ned would o nly rank 11th in U.S. Chicago O'Hare, wo rld 's busiest ai rport w hich is not c losed to general aviation, regularly hand les 2.4 ti mes present vo lume of London Heathrow. Note that most of the " fabled" locations around the world handle a mere smatteri ng of normal U.S. traffic . O'Hare handles 4.5 times th e drastically restricted Paris Orly airport ; comb ining all three Paris airports gives a theoretical traffi c ranking of 23rd in U.S. Wit h the exception of the Lo ndo n and Paris co mbin at ions, all major airports around the world rank low in comparison with the U.S.

Plane movements

Place

Comparable U.S. airport

173,267 97,140 68,000 10,674 56,391 50,552 55,567 97,070 27,064 131,663 80,458 163,033 52,589 79,416 206,497 120,951 95,644 9,238 86,076 83,191 49,793 68,626 52,953 42,no 44,981 380,122 118,163 92,076 192,674 43,418 124,744 320,293 59,476 75,6n 12,481 34,440 163,222 84,910 149,904 164,426 62,733 44,202 139,011

Amsterdam Athens Auckland, N.Z. Baghdad Bangkok Belgrade Berlin Brussels Budapest Buenos Aires (1) Caracas Copenhagen Delhi Dublin Frankfurt Geneva Hamburg Havana Helsinki Hong Kong Istanbul Johannesburg Kingston, Jam. Lima Lisbon London (2) Madrid Melbourne, Aust. Montreal (3) Moscow Oslo (4) Paris (5) Prague Rio de Janeiro Santiago, Chile Shannon, Ire. Singapore (6) Stockholm Sydney, Aust. Tokyo Vienna Warsaw Zurich

Plane movements

U.S. rank (7)

173,452 97,465 68,281 12,485 56,397 50,848 55,498 96,946 27,128 131,732 80,458 163,710 52,898 79,507 206,620 120,501 95,626

140 260 331 418 358

86,982 83,904 49,585 68,281 52,988 42,356 45,291 386,456 113,473 92,086 192,953 43,101 124,317 326,677 60,140 75,730 12,485 34,939 163,710 84,225 149,922 165,377 62,953 45,487 139,258

286 293 379 331 369 389 387 11 224 271 104 388 205 23 350 321 418 398 145 292 161 143 342 386 179

Everett, Wash. Parkersburg, W. Va. Shreveport, La. Florence City, S.C. Dubuque, la. Plainview, Tex. Juneau, Alas. Monroe, La. Brunswick, Ga. Midland, Tex. Columbus, Ga. Syracuse, N.Y. Harlingen, Tex. Terre Haute, Ind. Hollywood, Fla. Knoxville, Tenn. Montgomery, Ala.

359 256 408 192 304 145 370 307 83 214 261

(8) Ft. Smith, Ark. Erie, Pa. Joplin, Mo. Shreveport, La. Kenai, Alas. Hickory, N.C. Brownsville, Tex. Denver, Colo. Yakima, Wash. Parkersburg, W. Va. Houston, Tex. Kona He Ahole, Haw. New Haven, Conn. San Francisco, Calif. Merced, Calif. Lynchburg, Va. Florence City, S.C. Paducah, Ky. Syracuse, N.Y. Dothan, Ala. Akron, O. Wilmington, Del. St. Joseph, Mo. Pine Bluff, Ark. Toledo, O.

(5) This is combined total of three airports, Orly (150,088), Charles de Gaulle (85,800) and LeBourget (84,405). (6) This is combined total of two airports, Seletar (98,263) and Singapore International (64,959). (7) Of 420 towers operating at end of CY 75. (8) This traffic count Is so low that this location probably would not qualify for an FAA tower at all. Only two part-time totals for U.S. towers are shown in u. s. tabulation for a portion of 1975. AOPA Newsletter, June 19n.

(1) This is combined total of two airports, Aeroparque (100,375) and Ezeiza (31,288).

(2) This is combined total of two airports, Heathrow (276,087) and Gatwick (104,035).

(3) Montreal's newest airport, Mirabal, hadn't been open long enough to get a year's count. This is the count for Dorval only. (4) This is combined total of two airports, Gardermoen (44,080) and Fornebu (80, 664).

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News From The Federation Presentation to the ILO Tripartite Technical Meeting for Civil Aviation Geneva - 7 till 15 December 1977 by J.-0. Monln, President IFATCA We are aware that the purpose of such a technical tripartite meeting is to define whenever possible general policy applicable to all workers in Civil Aviation and not to consider in detail categories of workers. However, and because of the general impact Air Traffic Control has on the Civil Aviation industry as a whole, we think it necessary, through the present meeting, to draw again the attention of the Governing Body of the ILO on the specific problems of Air Traffic Controllers. Three years ago the Preparatory Meeting for Civil Aviation recommended that the urgent problems concerning Air Traffic Controllers should be the subject of a specialised meeting of the same type as a meeting of experts as soon as possible, and you may recall that in the General Report to this meeting (page 85 of the English version}, the Governing Body decided in November 1976 that such a meeting would be included in the programme of industrial meetings during the 1978/79 biennum. It might be deemed unnecessary that JFATCA should again stress the need for urgent action regarding Air Traffic Controllers. However everybody involved in the day to day operations of Civlil Aviation will certainly agree that continued efforts are necessary to stress the need for urgent action to promote and safeguard the efficiency of the Air Traffic Control Services on a world wide basis. Each year we are faced with new disruption in Air Traffic Control and certainly everybody here will agree that we have lived in situations like this throughout the year 1977. It may be noted that from the beginning of the month of March there have been strikes or industrial actions associated with strikes somewhere in the world, and it is true that in some countries at least Air Traffic Controllers have become very unpopular as a result of these strikes. Why is it then that controllers, highly skilled professionals, should continue an industrial action? I do not wish to become pathetic or dramatic, but I had mentioned in 1974 a lready, that strikes or associated actions taken by Air Traffic Controllers had to be considered like distress calls when all other means of receiving understanding of our problems had failed. It must be understood that industrial actions by Air Traffic Controllers are more often the result of claims for better airspace man agement, better equipment and better administration rather than just and only pay claims. We are well aware of the considerable losses that disruptions in Air Traffi c Control may represent to the entire Civil Aviation Industry and more particularly to the airlines. We therefore believe that the probl ems of Air Traffic Controllers are of prime interest to the entirety of Civil Aviation. Many ATC systems still existing today are virtually unch anged since the days of propeller driven airc raft, yet, Controllers are required to provide a safe service to the present generation of heavy j et aircraft and, quite possibly, supersonic transport. It must be clear to everybody that such conventional systems, which should have been automated long ago, continue to be safe only due to th e superhuman efforts of the controller. It must also be c learly stated th at automation does not usually make our professio n easier sin ce automation only relieves co ntrollers from auxiliary duties. However, and Âˇ as far can be seen, the prime duty of ATC wh ich is the separation of airc raft will always remain the responsibility of the co ntroller. One major cause for the glaring in consistency between so-

President J. D. Monin addressing the plenary meeting of the ILO Tripart ite Technical Meeting for Civil Aviation. In the booth (left) Mr. Kok, Vice-Chairman of the Meeting, and workers delegate - Netherlands; right: Mr. Thomas G. Nkono, Chairman of the Meeting , Representative of the Governing Body of the ILO Governmental Group, Director of Work, Ministry of Labour, of Cameroun.

phisticated airborne systems and antiquated ground-based air traffic control systems is the fact that in most countries controllers are employed by their national governments. Jn many or even most countries, decisions which have a direct impact on air traffic control are made by administrators with no personal ex perien ce in air traffic control and without accepting advice from those who do. These administrators look upon the controller as just another civi l servant who can, if need be, postpone any decisions until tomorrow or next week. This is just not so, control decisions have to be correct and instantaneous. Human e rror can be fata l as recent tragedies have shown. Such error is not normally fatal to the controller but in many cases it might as well be. The controller's career is ended, his life destroyed, prison may be waiting for him. You may wish to know that one controller is still imprisoned in Yugoslavia for what has been recognised as a purely human error. The profess ion of the air traffic controller is among the most stressful, if not the most stressful, in the world. There is no room for error and normally not much time to make decisions. Such situation points to an overwhelming need for more so phi sticated equipment - equipment which at least approach es the corresponding advanced technology found in today's aircraft. Until such t ime as governm ents provide such equ ipment to th eir air traffi c c ontrollers, no air traffic control system is as safe as it co uld be and we believe the air t ravell er has a right to demand such equipment.

Rear seats, from left to rig ht: W. Kassebohm, Germany, B . Ka rl sson. Sw eden. J . Kalvik , Norway, J . D. Monin . IFATCA President, E. J ust . Cha irm an IFATCA SC IV. H. Wenger, IFATCA T reasurer. Front seats : V. C Moores, U K Representative of the Insti tuti on of Professional Civ il Servants.

Equipment, however, is only one aspect of any air traffic control system. As already mentioned, the human air traffic controller will continue to be the crucial component in the system and this brings us to another point. It is IFATCA's contention and our overriding concern that such crucial component must not be exposed or subjected to additional stresses outside the work environment. We have mentioned that our profession has been accepted as being among the most stressful ones, which has led to a divorce rate, incidence of peptic ulcers, possibly alcohol or drugs consumption many times than normal among air traffic controllers. These facts cannot easily be changed, they are something controllers have learned to live with, albeit reluctantly. We have also accepted the fact that air traffic control is, under normal circumstances, a young man's game, a fact which some enlightened countries have also accepted and have provided their controllers with an early retirement programme. These countries, however, are few. Most countries expect controllers to perform at their peak up to regular retirement age, an expectation that has been proven, by experts and experience, to be absolutely unreasonable and thus potentially dangerous to aviation. A much more pressing problem, and one which for that very reason we have saved till last, is that of the controller's working conditions. Our definition of working conditions includes not only the physical aspects such as equipment, comfortable and clean environment, adequate lighting and air conditioning but also, and more important the following: remuneration, hours of work, annual leave, compensation for overtime worked, weekend, holiday and night duties among others. If anyone should accuse us of being materialistic, so be it. Our profession is charged with providing a safe and efficient air traffic control service. In order to achieve this goal we need controllers without material wants and it is our aim to help bring this about. If our service is not safe, lives will be lost. If our service is not efficient, travellers will be delayed and money will be lost by the operators. Air travellers, flight crews, the aviation industry deserve and should demand the safest possible air traffic control system. This can be provided only by controllers enjoying favourable working conditions, work environment, and equipment. Now back to the situation in 1977. In most of the cases, ATC disruptions have been presented to the public like being the result of exagerated claims by Air Traffic Controllers: What really happened?: 1. Controllers have been downgraded and their salaries compared to those of train controllers, without considering the skills needed for their profession.

2. Some countries experience difficulties because of comparisons made between controllers and the telecommunications branch and in one country, controllers have been threatened with militarization. 3. Authorities publicise primary and secondary radar available for use and proposals for the implementation of new procedures albeit there are no controllers trained, the equipment is not foolproof and there is an obvious lack of staff. 4. There exist very poor working conditions such as long hours of work in individua1 shifts (13 hours by day, 11 by night). Working conditions in the radar unit are below recognised health standard. Complaints about these conditions had resulted in six association officials being banished from the International Airports to smaller units in outlying areas of the country or even to jobs with no relation at all with ATC, 5. Controllers had to refuse clearances to a particular runway, which could not be watched from the tower, while there were military and agricultural vehicles crossing. The immediate result was the militarization of controllers.

likely to be taken against controller who are already suffering from administration sanctions because of their association or union activities. I did not either mention those countries where controllers have to work for the equivalent of 100 U.S. Dollars a month and where they have to hold up to three jobs just to ensure their physical survival. On the basis of the above information you will agree with me that the situation in Air Traffic Control has further deteriorated since the Preparatory Meeting in 1974. Therefore, Mr. Chairman, and considering that the economy of. Civil Aviation today is to a large extent dependent on a safe and efficient Air Traffic Control system, I thought it necessary to draw the attention of the Technical Tripartite Meeting to the urgent need for a genuine recognition of the Air Traffic Controllers profession. As an outcome of the Meeting the following Resolutlon was adopted: The Tripartite Technical Meeting for Civil Aviation conveys to the Governing Body of the International Labour Office its earnest hope that, in spite of the present financial difficulties of the International Labour Organisation, the above-mentioned Meeting of Experts will take place as planned during the 1978-79 biennum.

Report On The 17th International Civil Airports Association (ICAA) Congress, held in Vienna from 1st to 9th September 1977 by Erich Schyr, RC CEN/EST and Kurt Klhr, President VtsFVL/Austrian ATCA representing IFATCA

At the kind invitation of the Vienna Airport Auth 't h · · A' on y, t e International C1v1I 1rports Association held its 17th Annual Con·n 't H gress in Vienna. The general theme was "The Airport 1 . ,. 1 s uman Environment' Mr Karl Lausecker, the Federal Minister of Transport, opened the Congress in the presence of the Federal President of the R br of Austria, Dr Rudolf Kirchschlager. epu •c

The Congress was attended by almost 700 persons including over 450 delegates, who represented airports profes · • . . . • s1ona 1 air transport bodies and international organisations such as IFATCA AACC, AOCI, ASECNA, IACA, IATA, ITA, WEAA and IFALPA Th ' came from 56 countries and were officially received • ey . . . a 1so at the 4th International Airport Construction and Equipment E h'b· . . x 1 1t1on, • Airport 77, sponsored by ICAA. The working sessions d 1 'ff t t f . the d 1 eren sys ems o airport management and on rel t·ea t with . a ions between the airport and the passengers, employees n · hb . .. . . . e1g ounng communities and airlines as well as on ground transp t or systems for passengers and future airport equipment. The IFATCA . "Th C t 11 ' N Working paper e on ro er s eeds'', presented by Kurt K'h 1 President of the Austrian Association covered the futur rd, the . T ff" C t I . e nee s on t he A 1r ra 1c on ro side (Control Tower and App h R . . roac oom plus associated technical equipment) and was welcomed 'th .mterest an d un d erst an d"mg by the attending experts. WI full In congress, ICAA adopted several resolutions rec d' . . . ommen mg its members ~o co-ordinate their efforts in close liaison with their partners for improved mutual aid extending across nar b _ h . 1ona1 or . t· d ers. A pprec1a mg t e 11mits on every type of res · h" · h . . ource, and w1s mg to improve t e se~1ce given to airport users, ICAA asked the ma_nufacturers of equipment to design and produce simple and. reliable products that would be economical to maintain. This subject was stressed too in the IFATCA paper.

6. More than four years after industrial action had been taken for improvement of working conditions, Government still initiate disciplinary actions against air traffic controllers.

There. was a valuable pooling of experience as a result of presentations.

You will observe that I did not mention the name of the above countries to avoid any disciplinary action or additional intimidation

_ The general Assembly welcomed 12 new members to th A · · h" h e sso c1at1on, w 1c now has 156 members in all, administering more than 250 airports in 75 countries throughout the world.

The 18th ICAA Congress w ill be held in Pointe-a-Pitre (Guadeloupe) from 26th to 30th November 1978 on the general theme of "Ai r Freight and the Airport" . Conclusion: a) Additional to th e chance of presenting the IFATCA working paper (THE CONTROLLER AUG 77 p46) which was definitely of common interest, th e IFATCA delegates were able to get in cont act with res ponsibl e people in the field of aviati on (airport admini strations as well as industry) and explain and advertise the aims and obj ectives of the Federation. b) During the sessions other speakers outlined that the dynamic aircraft operation does not permit any administration to stick to th e well- known "we'll think abo ut it tomorrow" attitude. It was significant to hear that other aviation groups face the same problems as A ir Traffi c Controllers and their Associatio ns. Finally we would like to th ank SC 1 for the invaluable work of preparing IFATCA's paper, and Mr. Eric Dyer, Director of East Midland s Airport, U.K., for his public relation s work in the interests of IFATCA. Editor's note: Th is report also appears on the Agenda for IFATCA Copenhagen, as W.P. No 8. It is of interest to read the commercial aviation press view of the !CAA Conference, as seen by David Woolley of AIRPORTS INTERNATIONAL, w riting in FLIGHT INTERNATIONAL, featured in this issue in Universal News.

ICELAND IRELAND ENGLAND HOLLAND

Hotel Loftleidir, Reykjavik International Airport Hotel Dublin, Dublin The Churchill, Portman Square, London WIH QAJ Hotel Krasnapolsky, Dam, Amsterd am Hotel Ibis, Amsterdam Airport, Schipholweg 181 MEXICO Hotel Las Hamacas, Acapulco, Gro., Costera M. A leman 239 Hotel Acapulco Imperial, Corstera M. A leman 251 PORTUGAL Palaia Penta Hotel, Praia Maria Luisa, A lbufeira, Algarve Lisboa Penta Hote l, Av. dos Combatentes, Lisboa 4 SPAIN Ibiza Penta Club, San Antonia Abad, Ib iza Sun Club Bungalows, Playa del lnl es, Gran Canaria Is lands Sun Club Bungalows, Maspalomas, G ran Canaria Isla nds SWITZERLAND Holiday Inn Zurich-Airport, Walter-MittelholzerStraf3e 8, 8152 Glattbrugg Holiday Inn Zurich-Regensdorf, 8105 Regensdorf This is only th e beginning of the various discount actions controllers may benefit from in the near future. If you have any contacts in the Hotel b usiness o r when you know of any discounts granted to you on previous occasions write to Mr. Jean Gubelmann, POB 11 33, 8058 Zurich-Airport, Switzerland, who wi ll try to follow it up fo r the benefit of all members of the Federation holding the new Membership Card. If you are a pay in g member of IFATCA make sure that you get your Card soon.

IFATCA Membership Cards

rÂˇ

Al.vf.P'

INTERNA1t0N~l FEDERATION OF AIR TRAFFIC CONTAOLl ERS ASSOCIATIONS

MEMBERSHIP-- CARD

JE1979 IA

Your personal copy of the IFATCA Membership Card should be avail abl e now at th e Secretariat of your Assoc iation. All Cards were delivered to Member Assoc iation s in November 1977. So please enquire wi th yo ur Assoc iation to obtain your personal copy, w hich wi ll possibly open to yo u a number of advantages t hat yo u might find helpfu l on many occasions. One of the advantages is that you are entitl ed - upon presentation of the Card to di scounts (between 10 and 50 % ) in the followin g Hotels: CYPRUS

FRANCE

Amathu s Beach Hotel, Limassol A po llonia Beach Hotel, Limassol Dionyssos Hotel, Paphos Nissi Beach Hotel, Ayia Napa Paphos Beach Hotel, Paphos Holiday Inn Av ignon, Route Nationale 7, 8400 Av ignon Holiday Inn Lille-Aeroport, 110 Rue J ean Jaures, 59810 Lesquin Ho lid ay Inn Lyo n, Porte de Lyon, 69570 Dardilly Holiday Inn Orly, 4 Av. Ch. Li ndbergh, 941 50 Rung is Ho liday Inn Roissy, Rue de Paris, Roissy en France, 95500 Gonesse Ho lid ay Inn St rasbo urg, 20 Pl. Bo rdeaux, 67000 Strassbourg

Irish Controllers take a break from their T owers and Centres on the occ asi on of the 1977 Irish ATC Golfing Co mpetiti on . Third from the left in the f ront row i s Joe Kerin, General Secretary of the Iri sh Association , w ell known in IFATCA circ l es.

STOP PRESS At th eir recent meet ing in Mex ico City the Executive Board sent the foll owing telegram to Marshal Josip Broz Tito, President of Yugoslavia, Be lgrade : The Executive Board of t he Internatio nal Federation of Air Traffic Controllers Associations meeting now in Mexico City expresses again its deep c oncern over the continuing imprisonme nt of cont roller Gradimir Tasic and the d elay to h is appeal hear ing. J-D Monln, President

- -------Âˇ-----------

INTERCOM - Letters to the Editor Dear Brian Reference to THE CONTROLLER, August 1977, International Law Part XIII, Eurocontrol. Apart from the question whether IFATCA should not have checked the Article mentioned above, and whether its publishing in the present circumstances is not inconvenient the contents of Mr McCluskey's argument give rise to some comments. I have no intention to be detrimental to the high ideals of the European Organisation for the safety of Air Navigation, nor to its praiseworthy realizations, the conditions to which, however, have been created mainly by the ample funds placed at its disposal by the Contracting States. For although the "user charges'' collected by Eurocontrol are not "Agency charges'', the Member States cover nevertheless the total Eurocontrol expenses by allotment of a fixed percentage of their Gross National Income, exceeding considerably the yield from user charges and, in so far as Belgium is concerned, amounting to several multiples of the budget assigned for the organisation of their own national Air Traffic Services. Jn my opinion the wavering attitude of the Member States to Eurocontrol and their progressive backing out are fostered by the Economic Principle, making them realize that until now the game was not worth the candle, rather than by political interests. From the, in that sense, justifiable proceeding of some Contracting States, we ought to infer that the entire maybe unrealistic policy of the Eurocontrol Organization should be overhauled, which 1 consider as a first "lesson to be learned'' by Eurocontrol itself. Going now into the weak argumentation in the last two paragraphs ("Lessons to be learned'' and "The future"), one could wonder whether the setting up of a new organization with competences overlapping those of ICAO, was really indispensable for "the standardisation of procedures and equipment'', including "the study and research leading to standard equipment, especially in realms of automation'â&#x20AC;˘, and whether ICAO in the frame of the Convention of Chicago could not adjust its aims and proceedings to the present-day requirements of Aviation and achieve equally satisfactory or even better results on a much larger scale. As an example of suchlike ICAO realizations we can quote the adoption by the Contracting States (not by far restricted to some few European Members!) of Standard Co-ordination Procedures between air traffic controllers, quite or not "trained in an international environment'' (sic!) or "qualified to control over several States", by which a. o. "the ability to set his transfer of control point to suit the needs of a given user'' is not at all the exclusive privilege of an "Eurocontroller". International agreements in this respect have the force of law of the same value as the Eurocontrol Convention.

1 leave it to Mr. McCluskey if he likes to consider the fact that the "control of the ever increasing number of overflights leaves the lower airspace controller more freedom to deal with the difficulties of climbing and descending traffic" as a valid reason for transferring the upper airspace to "such an International control". Such a mean and even laughable argumentation does not match at all in the whole of Mr. McCluskey's eminent series on International Law. His present article, although containing some smart sentences suitable to an advertising folder for his employer, falls greatly short of what we would have expected after the most interesting Article on the International Labour Organisation (The CONTROLLER May 1977): an objective study on the creation and organization of Eurocontrol with an unprejudiced explanation of its advantageous and disadvantageous legal consequences for the Contracting States, for the airspace users and last but not least for the air traffic controllers concerned, inclusive of those, who cannot pride on a membership of EGATS. 44

You would greatly oblige me if my present considerations could be inserted in the next CONTROLLER issue, as a counterbalance to your easy publication of Mr. McCluskey's Article. Yours sincerely Jan Gerard, Brussels ACC. Editor: Thank you, Jan, for your letter and I appreciate your obvious concern that IFATCA and THE CONTROLLER must be seen to be impartial. I hope there is still no doubt about that. Ted McCluskey insisted on placing a footnote to his article stating that it contained his own personal views, not those of Eurocontrol or EGATS. It was my mistake not to add "or IFATCA" to that note. I hope that allowing Ted to exercise his right to reply to criticism of his material will not lead to a continuation of the exposure of these differences in the pages of our Journal. Let us all hope that mutual discussion will resolve the sad situation of controllers in conflict over the same motives flight safety and employment assurance.

Dear Brian, Thank you for giving me the opportunity "to defend" what t wrote in the 13th Article in the International Law series. I read Jan Gerard's letter with interest and I am very pleased that this type of criticism should be forthcoming. Much of what Jan says is true but is more concerned with the national administrations than the subject matter of the recent articles i. e. International Organisations. I admit that it is difficult not to be biased when one is employed by the Organisation concerned but I assure you that had I not been employed by the Eurocontrol Organisation the article would have been very similar. It was in an attempt not to be biased that I left what I think should be the future role of Eurocontrol out of the article while I have made comment on this for other organisations. When Ge de Boer "commissioned'' the series, the Eurocontrol article was foreseen although the political climate was different. The series has followed the laid down consequence. In his editorial Vol. 13 No. 1 the following was said "The subjects chosen are of a purely legal nature, and where they touch on politics since governments are those which are involved, and since IFATCA is a non-political organisation, the presentation will be as objective as possible except where there is an obvious case for comment in that a political decision legally affects one or more of our members". I do not wish to use your pages for a "political" discussion for the Federation has many more tried and tested ways to iron out what in the long run turn out to be differences of personal interpretation of the same facts. All I ask is that Jan rereads the rest of the articles in the series since he may well be surprised that the series had no other equally valid criticism from other MAs when 1 advertently or inadvertently had to tread on political toes. As I said, I welcome this criticism since it shows exactly what I have been trying to put across for some time in these articles, that International Law is all very well until it affects me and then I have second thoughts. If the subject had been Cenamer or the East African Community would there have been the same reaction, for the articles on such subjects would have to have been written in the same way? I do hope that Jan and all interested colleagues will continue to read the series critically especially as Jan has cited subjects which come up in future articles. In Article 1 I said "If Standing Committee VII could find one controller in each Association willing to study more deeply his own national aviation law ... IFATCA would have set up a study team yet unknown in the history of International Organisations and with every chance of success in the field of law as applicable to air traffic controllers." We have already found four, perhaps in Jan's reasoned criticism we have found a fifth? Yours sincerely Ted McCluskey.

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.Accom panying Persons: Dkr. 150.Ladies Programme : In addition to the gene ral social activities in which the accompanying ladies w ill participate, a divers ified programme will be arranged for them during session time. Travel: SAS will be the official international carrier to the conference. A special discount on air fares has been arranged for parti cipants and their husband/w ife and children. The spec ial fare will be 50 % of the normal public fare. Proof of participation an d information on how to obtain the discount will be mailed to you in due course. Secretariat: I FAT C A '78 Org anising Committee c/ o Dansk Flyve lederforenin g Maglebylille DK-2770 KASTRUP Denmark

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

Registration Refreshments Meet the Delegates

Don 't worry, they will be in time for the Conference

Tuesday 25 April 1978 0900-1200 1230-1330 1330-1 530 1540-1830 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 Lu nch Working Sessions Ladies Panel

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

Registration Open in g Ceremony Working Sessio ns Lunch Working Sessions

0845- 1245 Working Sessions 1300-1400 Lunch 1400- 1500 Working Sessions Final Plenary Session Closure of Conference 1900 Farewell Party

Dear Mr. Jones, This letter relates to the item you reprinted from the PATCO Newsletter, and which appears in your August 1977 issue of THE CONTROLLER on page 12. I am enclosing a copy of our monthly Newsletter for June 1977, which responds specifically to that PATCO Newsletter. You may feel free to quote from it whatever extent assures a fair representation of the facts. As you probably know, we in the United States are both blessed and cursed with an abundance of ATC functions, operations, passing notions, and sheer featherbedding. We are cursed by the tremendous amounts of waste that have for years accompanied this abundance. Waste is an old American tradition; unfortunately, our FAA and its $ 3 + billion annual budget still does not rank very high in the U. S. Government's scheme of spending. Nonetheless, those of us who pay great amounts of user charges each year for this waste, as well as being regular taxpayers who pay excessive amounts of taxes to make up for this waste, deeply resent it and take whatever practical and realistic steps we can to publicize it to the extent that our Congress and the public are aware of the extent of this abuse. A considerable percentage of our ATC system has been based on hysteria. Unfortunately, quite a bit of that hysteria has been generated by people and organizations who are either (1) uninformed, or (2) deliberately generating pressures to enhance their own empire-bulding schemes. One target for our opposition has been those control towers that, even by reference to the FAA's own criteria, can't possibly be justified. Unfortunately, tremendous sums of money have already been spent to install and equip them, but we can save some of our tax dollars by shutting down those towers that do not meet the minimum criteria and thereby save taxpayers money. Please do not labor under the illusion that we might not know what we are talking about. If you will look at the listing on the back of that same Newsletter, you will see a direct comparison between some of the world's "busiest'' airports and their direct counterparts here in the United States. Of the 424 control towers operating in our country, general aviation comprises 75 % of the total traffic at those airports. We also represent some 31 O/o of all the IFR traffic handled in the United States. So we are being neither capricious nor uninformed when we say flatly that far too much money is being wasted under the guise of air traffic control and we have repeatedly recommended that it be stopped. PATCO chose to use the word "vendetta", I did not. That word is synonymous with blood feud, open warfare, and so on. I flatly deny that either AOPA or its members would have anything whatever to do with that characterization. But PATCO chooses to use the word because we apparently are a threat to their own little empire. Of course, I regret that deeply. We use controllers all the time and in many ways. We couldn't possibly operate in IMC without them, and who should know that better than those of us who do it? As I point out in the Newsletter, and as I repeat to you here, we are just advising our members not to themselves indulge in the waste that goes with keeping a system operating on the premise of 100-foot ceilings and a half mile visibility, when in reality the sun is shining and the sky is clear. We do not agree with the airlines' preoccupation with 100 % IFR; it has demonstrably reduced their vigilance. We encourage our members to get instrument ratings, we encourage them to fly IFR whenever it is essential to them, and we will continue to do so. But there is quite a difference between that and flag rant waste. Cordially, Max Karant, Senior Vice President Aircraft Owners and Pilots Association, Washington D. C. Note: The AOPA Newsletters states: - "PATCO response to AOPA gets slightly twisted in their telling of it. Commenting on AOPA's repeated expressions of concern over amounts of public money being spent on FAA in general and ATC system (the costliest part) in particular, PATCO says "un-

doubtedly, it is trying to make the controller the scapegoat for the things it cannot get its membership which would justify their belonging to AOPA In the first place. AOPA comment: AOPA is not a union, trying to "get things" as PATCO is accustomed to doing. Our concern is with the waste of public funds on various levels of ATC featherbeddlng, as we pointed out in the case of the LAX center, the LAS tower, the many unneeded towers, etc. PATCO calls AOPA's comments a "vendetta,'• says that this newsletter continues to advise members "not to use the IFR system or towers for their own safety." That's quoted from PATCO newsletter dated April 15, and It's untrue. Here's direct quote from March AOPA newsletter he's referring to: " ••• Don't help them [controllers] Inflate traffic count, only use ATC system as we've recommended many times In past: only when it's absolutely necessary to you." We certainly expect each member to use judgment, call any ATC facility when he has to go IFR, or when he feels safety jeopardized. We've never encouraged members not to use towers. Law requires they do so if they use that airport. But we have, and continue to, urge shutting down nearly 100 needless towers, that don't even meet FAA criteria now." Editor: Well, here's a fine how d'ye de - THE CONTROLLER as an arena for two organisations, one of which Is advocating a reduction in ATC facilities, the other a controller's association that no longer considers IFATCA membership in line with its alms. Come back, PATCO, and you might convince us. Meanwhile, it just makes interesting reading.

* Dear BC, I am writing to advise you that the United Kingdom of the Guild of Air Traffic Control Officers are organising their Biennial conference on a current aviation topic to be held in the Garden House Hotel, Cambridge, on the 26th and 27th October 1978. The task of organising the 1978 Convex has been vested in the Anglia Lodge of the Guild. The theme that has been selected for Convex 78 is Military/Civil Co-ordination under the title of "The Divided Sky" and papers from invited speakers are already in preparation. It is hoped to have papers presented by various bodies to represent all sides of the theme and each series of presentations will be followed by a discussion period where speakers will form an open forum panel. Anyone requiring copies of the paper before presentation should advise me as soon as possible so that arrangements can be made for their dispatch when printing is complete. Yours faithfully, J. Harry Hockney (Chairman Convex 78), 30. Angela Close, Horsfod, Norwich, UK.

Provisional Programme of CONVEX 78 Theme: Miiitary/Civii Co-Ordination Thursday 26th October 1978 1415 1435 1455 1515 1535 1605 1625 1645 1705 1815

Introductory paper on Civil/Military Co-ordination Civil Operation: Airline Requirements Civil Operation: Regional Airline Requirements Civil Operation: Helicopter Requirements Tea Military Operation: Training and Operational Demand 5 General Aviation Requirements The Pilots Viewpoint Forum: Panel of the day's speakers Summary

Friday 27th October 1978 0900 0920 0940 1000 1030 1230 1345 1405 1425 1600

Civil/Military Co-ordination Scandinavia Co-ordination in Europe Control of Air Defence Operations in UK Coffee Technical Presentations Lunch Civil/Military Co-ordination in UK An Approach for the future Forum of the day's speakers Summary

Publications Review Flugzeuge i n der Geschlchte der PAN AM (Airplanes in the History of PAN AM) Published by Luftfahrtverlag Wal ter Zuerl, D-8031 Steinebach, Fed. Rep . of Germany. In German language, 84 pages, 38 black and white photographs, pocket size paper back, price DM 7.50. Series D of the well-known pocket s ize brochures issued by Luftfahrtverl ag Walter Zuerl on types of aircraft is dedicated to airline companies and the different types of aircraft they used. Issue No. 2 is containing all aircraft of Pan American World Airways in use with the airline since i t started operations in 1927. Here you have a compilation of historc value. PAN AM were recently cel ebrating its 50th anniversary, it is therefore quite interesting to have this small booklet at your disposal to view the important position of this world leading airline in civi l aviation. The long list of aircraft presented and the historical write up on the company appear to be complete until the publication date. PAN AM was playing a vital role in the development of commercial aviation. Bel onging to the ranks of pioneers since the early beginnings of commercial aviation, PAN AM still keeps a top position in the continuously progress ing airline industry. The photo material plus the information on individual types of aircraft are certainly of interest to the flying publ ic ; especially to those remembering the infancy of aviation from some own experience, or to the enthusiastic youngster s who want to collect as much information as possible on historic events and aircraft of the past. The 38 photos, some of them very rare ones, are a welcomed addition to the collection you may already have. Series A of the same publisher contain 50 modern types of aircraft each, they are avai lable at the same price. These brochures contain 50 airplanes, presented with photos , performance data and other information. Out of this series the editions on "Verkehrsflugzeuge - Band 3" (Civil air transport planes) and " Jagdflugzeuge - Band 10" (Fighter planes) are recommended. In series B well-known aircraft manufacturing companies are depicted. Names like Dorni er (Band 1). Messerschmitt (Band 2) and Cessna (Band 6 and 11). to name but a few, are on the long list of production firms presented. Series D contains illustrated descriptions of various national air forces and the flying equipment they are using. Again 50 different aircraft are presented in each issue. Booklets on altogether s forces were published to date. Among them are the USA, USSR, Britain, France, Italy and Germany. G U

SECONDARY RADAR, by Peter Honold, published by Heyden and Son Ltd., Spectrum House, Alderton Crescen t, London NW4 3XX, Engl and ; Heyden & Son Inc., Kor-Center Eeast, Bellmawr, NJ 08030, U.S.A. Heyden & Son GmbH., Munsterstrasse 22, Postfach 529, 4440 Rheine/ Westf., West Germany; 1976; Cloth covers, 224 pages, illustrated and ind exed, Pri ceÂŁ 9.50, $ 19.00, or DM 61.Altough secondary radar is the keystone of today's ATC System, comprehens ive books covering the subject of secondary radar have been al "'.1ost nonexistent. One reason may have been that the system had its beginnings in the latter days of World war 11 and remained a highly classified military secret until part of the system (te~ codes on Mode A) was released for civil tests at the Indianapolis Tech nical Development Center in 1953. Since then civi l usage of the system has grown to 4096 codes on Mode A and an~ther 4096 on Mode C, but information about the system has tended to remain rn various bits and pieces. The new book SECONDARY RADAR puts it all together, providing a very comprehensive coverage of system principles, problems, and solutions, right on down to the electronically-scanned antenna. The author has been associated with the development of secondary radar, and the training of engineering and technical personnel in its principles. for a number of years. The book benefits greatly from his unusually clear and readable explanations. SECONDARY RADAR Is profusely illustrated with photos of American. British, and German ground and airborne equipment, and with explanatory drawings and block diagrams which are very useful in gaining an understand ing Of the various facets of the subject. Incidentally, the drawings are impeccably done. They add much to the clarity and usefulness of the book. A " must" for el ectronic engineers or technicians working in this field, and "nice lo have" for controllers or others who woul d like to gain a deeper understanding of the subject, SECONDARY RADAR fills a long-vacant niche in the technical literature of air traffic control. It would make a fine addition to ATC training li braries. TKV

In his foreword the well-known Editor of the Journal of Air Traffic Control. Tirey K. Vickers, righ tly states that, in the serious, uptight world of air traffic control , a sense of humour is necessary fo r survival, and a moment of laughter is a priceless interlude. For years the little square-headed goggle-eyed controllers who inhab it Helmut Elsner's cartoon world have demonstrated an almost un iversal ability to evoke spontaneous laughter from their real-world counterparts. Elsnerâ&#x20AC;˘s little controllers are engaged in a continuous battle of wits with their hereditary adversaries, the airline captains, private pilots and milit ary jet jockeys. While trying to cope with their nerve-racking environment, they wage an uphill battle against the dehumanizing aspects of air traffic control automation, which threatens eventually to engulf them. All this is explainable by the fact that Elsner himself was once a radar controller in one of Europe's busiest ATC facilities. It took a number of years till Elsner finally gave in to t he pressing inquiries of his collegues to set up a collection of his ATC cartoons , many of his friends were looking for so eagerly. There is no doubt that th is edi tion will soon be sold out if all friends of Elsner cartoons are to purchase this handy and well presented book. SQUARE ONE defin itely also wil l recruit new friends that are not necessari ly restricted to the air traffic control scene. All aviation insiders will love and find the book both entertaining and amusing, that's for sure! tec

A True Story

SQUARE ONE Air T raffic Control Cartoons, by Helmut Elsner. Publi shed by Verlag W. Kramer & Co., Bornheimer Landwehr 57a, D-6000 Frankfurt/ Main 60, Fed. Rep. of Germany. The book has a fine, solid cover, 72 pages and contains 67 humorous aspects of the air traffic controller's profession. Price DM 10.80 Helmut Elsner needs no introduction to aviation people. For years his cartoons have appeared regularly in THE CONTROLLER Magazine and in the American Journal of Air Traffic Control.

On a flight from Toronto to Frankfurt, right over the North Atlantic, the lady in seat 23 A suddenly frowned , then stiffened . . . something had caressed her legs. A quick glance gave no evidence of any male passenger in her immediate vicinity who might have been the cu lprit, thus she felt with her hand and took a c loser look . The result was a scream : " A SNAKE!" Seconds later other

passengers jumped off their seats because they had also made visual or even bodily contact with snakes. The cabin crew immediately went into action, and after several minutes they had caught four snakes alive and had sent two more into snake heaven by use of fire extinguishers. Soon the owner of the darling animals was found: a little boy, travelling as "Unaccompanied Minor'' to visit his grandmother in Germany. When asked why he was carrying these rather uncommon species of pets he replied: "I wanted to frighten grandma." Adapted from "Lufthansa Flight Crew Info"

Midair Collision

Washington - Failure of the pilots of a three-aircraft Air Force/ McDonnell Douglas F-4E formation to "maintain adequate vigilance in order to see and avoid the light aircraft" was the probable cause of a fatal midair collision involving an F4E and a twin-engine Cessna 414 civil aircraft on Sept. 13, 1976, according to the National Transportation Safety Board. The NTSB said that the collision, which occured south of Brighton, Fla., took place when the No. 3 aircraft in the formation collided with the Cessna aircraft as the flight descended to enter a restricted area for low-level gunnery practice. The point of collision was outside the boundaries of the restricted air space at 12,500 ft. mean sea level. The pilot and three passengers on board the Cessna were killed. The pilot in the front seat of the F-4E was killed when his ejection seat failed because of collision damage, while the pilot in the rear seat ejected successfully. The NTSB said it continues to be concerned with the limitations of the see-and-avoid concept used by aircraft operating under visual flight rules. Aviation Week & Space Technology Oct '77

* The following item, by the editor of the Los Angeles Area PATCO Magazln, was published In their December 1977 Issue.

Tail Piece IFATCA AND PATCO Why the split? Orly controller speaks out. Oct., 17, 1977, Orly TWR/APCH CTL, Paris, France. Claude Bouzier doesn't understand it and most PATCO members don't care. Claude is a supervisor and union member at Orly tower and what bothers him and produces vague looks in PATCO members is that PATCO is not a due paying member in the International Federation of Air Traffic Controllers. About two years ago, the national heads of PATCO without fully consulting the membership, decided that IFATCA was being run more by pinko commies than by Western interests. So PATCO national in a real myopic stroke of internationalism, took their bat and ball and went home to play air traffic control by themselves. Claude says, "The absence of PATCO in the international organization is ridiculous because NATO countries still belong to it and work within its framework in the international community". Claude added, "Gradimir Tasic of Yugoslavia is one good reason we must all stay together as brothers. Tenerife is almost 600 reasons why we must stick together internationally to insure we operate under uniform rules and phraseology." Supervisor Bouzier added that as a Frenchman, "If I thought IFATCA was run by communists, none of us would be members either". It is this editor's opinion that PATCO NATIONAL, in all their EAST COAST Jingoism, should seriously reconsider the reason why they left IFATCA. The organization cannot be a threat to John Leyden since the only thing that threatens him is the West Coast and God Almighty Himself (if He's not riding a commercial airline). It is very clear that we are not alone in the realm of Air Traffic Control. While at Orly, for example, I saw a super advanced Airport Surface Digital Radar Display that flashed a conflict if even a bicycle was on the runway at the same time another airplane was. And this is a French system 100 %. For PATCO to organizationally isolate itself from the world around it, is to do the members a great disservice. WE DO NOT HAVE ALL THE ANSWERS I Only in unity and the acceptance of our diversity as an asset not a detriment can we progress as a profession. â&#x20AC;˘

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.

Corporation Members of the International Federation of Air Traffic Controllers' Associations AEG-Telefunken, Frankfurt a. M., Germany Airport Lighting and Engineering Company, 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 Pour l'lnformatique, LeChesnay, France Dansk lmpulsfysik A. S., Holte, Denmark Datasaab AB, Jarfalla, Sweden 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 Fran9aise, Paris, France Societe d'Applications 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 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 joi!l 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.

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