IFATCA - The Controller - May 1978

D 21003 F

JOURNAL OF AIR

OF THE INTERNATIONAL TRAFFIC

CONTROLLERS

FEDERATION ASSOCIATIONS

In this Issue: Air Traffic Services In Italy 50th Anniversary of IBERIA Catalogue of SC IV Library

FRANKFURT

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MAIN

2/78 2nd Q U A R T E R 1 9 7 8

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IFATCA

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TRAFFIC

CONTROL

THECONTROLLER Frankfurt am Main, May 1978

Volume 17 • No. 2

Publisher: International Federation of Air Traffic Controllers' Associations. P. 0. B. 196, CH-1215 Geneva 15 Airport. Switzerland.

Officers of IFATCA: H. H. Henschler, President, 0. H. J6nsson, Vice-President (Technical), A. Avgoustis.

Vice-President (Professional), E. Bradshaw, VicePresident (Administration), H. Wenger, Treasurer, T. H. Harrison, Executive Secretary, J-D. Monin, Past-President.

Editor: Brian C. Jones 12, Fitzpain Road, Ferndown, Dorset, UK. Telefon 0202 89 29 99 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 Publishing Company, Production, Subscription Service and Advertising Sales Office: Verlag W. Kramer & Co., Bornheimer Landwehr 57 a, 6000 Frankfurt/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., Bornheimer Landwehr 57 a, 6000 Frankfurt/Main 60 (Federal Republic of Germany).

An IBERIA DC-8 an the apron of Madrid-Barajas Airport, home base of the National Spanish Airline since 1939 (See article "IBERIA 50th Anniversary" on page 12).

Subscription Rate: OM 6.- per annum for members of IFATCA; OM 16,- per annum for non-members (Postage will be charged extra).

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

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

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

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

Cartoons: Helmut Elsner.

Fotos: Archive, IBERIA, H. Guddat, J. P. LeDuc, Philips, RAMSA, Rohde & Schwarz, SERAM Mexico.

Advertisers In this Issue: Datasaab (inside Cover), British Caledonian Airways (page 2), Icelandic Airlines (page 4), Philips ELA (page 7), Sperry Univac (page 9), Hollandse Signaalapparaten (page 11), AEG Telefunken (page 23). Selenia Radars (page 26), VARIG, Brasiiian Airlines (page 28), Aeroiineas Argentinas (page 30), T - VT (Back Cover).

CONTENTS Air Traffic Services in Italy

8

IBERIA 50th Anniversary

12

Conference Reports (ICASM, ITF, IFALPA, MECACON)

15

International Law - Part XVI

21

Copenhagen ATC Facilities

24

From the ILO Desk . . .

27

News from the Federation

29

Universal News

34

News from Member Associations .

36

News from Corporate Members

40

Catalogue of Standing Committee IV Library

42

Publlcatlons Review

48

2

Editorial H. Harri Henschler

IFATCA '78 - the Copenhagen Conference - marked another milestone in the Federation's growth with the acceptance of three new Member Associations and five new Corporate Members. At the time of writing, the Conference is so recent that some delegates are still on their long way home, and some still remain in Denmark enjoying the hospitality of our hosts, so a full report will have to wait until THE CONTROLLER No. 3/78. However, as it has been proved that the strength of the Federation is, in many ways, the strength of its President, it is important to report, without delay, the result of the election for President, brought about by the retirement of Jean-Daniel Monin after 6 hard but successful years in office. By a unanimous decision the Directors (representatives of 34 MAs present, plus 5 proxy votes )elected H. Harri Henschler, Vice-President Professional, as President IFATCA. Harri Henschler began his ATC career in Hannover, Germany, in 1959 where he qualified as an IFR controller in Hannover ACC in 1962. In 1967 he emigrated to Canada and -.was employed initially in the Edmonton and Calgary Control Towers. He became an IFR controller in Edmonton ACC in 1970 and has been an operating supervisor since 1973.

In the Canadian Association, H. H. Henschler served as chairman of the Edmonton Branch and Regional Councillor for his Region prior to his election as Vice-President of the Associa'tion in 1973. In the latter office he was responsible for Safety Committees, Public Relations, IFATCA Matters, North American Air Safety Committee and CATCNCALPA Liaison Committee. He has represented CATCA at various Conventions and Conferences, such as the 1973 and 1975 Seminars of the Society of Air Safety Investigators, PATCO and ATCA Conventions.

Harri Henschler was a CATCA representative to IFATCA Conferences in 1970, 1973, 1974 and 1975. He became chairman of IFATCA Standing Committee VI and in 1974 Regional Councillor for North and Central America. He was IFATCA representative to the XXIII Congress of Aviation and Space Medicine, 1975, and the 31st and 33rd IFALPA Annual Conferences in 1976 and 1978. At the 1976 IFATCA Conference in Lyon he was elected to the position of IFATCA Vice-President Professional.

His specialized training as a controller includes Electronic Data Processing Courses and training on the Joint Enroute Terminal System which is being introduced in Canada. In addition, he has also studied psychology and political science at the University of Alberta, Canada.

Jean-Daniel Monin It is unlikely that J-D Monin will be allowed to rest for long, however well he deserves it. It is also unlikely that he will allow it! He and Romy take with them the best wishes of controllers all over the world and our thanks go to a man who has set us firmly on the road to unity and professionalism. He leaves his office with a message that deserves widest possible circulation: 3

l . -......

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ICELANDAIR

LOFTLEIBIR ICELANDIC 4

Message from the Past President Jean-Daniel Monin

After many reports, messages, President's addresses and speeches, I find it difficult to sit before another white page to prepare another message, which will be published after the murmurs of the 17th Conference have died and after the power has been transferred to the new President of IFATCA. It is difficult because being well aware of all that has been done during the past six years, I cannot avoid thinking to a number of things that I would have liked to achieve and which have not yet reached a solution.

At first I would like to thank and express my deep appreciation to all those individuals who, either as members of the Executive Board or as chairmen of Standing Committees, Conference committees or in any other office of the Federation, have worked with me since 1972 to strengthen the action and the influence of IFATCA within the aviation world. I cannot quote them all and therefore I won't mention any one in particular, for all of them, in their own capacity and with their different characters and capabilities have contributed to the common efforts and the Federation as it is today is the result of our combined efforts.

There are .still voices heard saying that IFATCA is not effective enough and there is a basic requirement to review and adapt methods of work. I have myself on a number of occasions drawn the attention of all Member Associations to the necessity to set up a permanent secretariat with full time officials,-and possibly a full time President. During six years, I have experienced the difficulty bound to purely honorary activities and I have on occasion mentioned how difficult it was to be a "full time President" in addition to being an active controller and this without mentioning problems that may be related to family life. Because I think it has to be so with any freely accepted task, I have tried to be available at any time and to listen to any problem, be it on working days, days leave, holidays or sometimes to answer phone calls in the middle of the night. I think nobody, apart from those individuals sharing the responsibilities within the Executive Board, may really know the constant burden and strain those honorary offices mean.

However, and as long as the Federation has not got the necessary funds, there is no choice but to continue to develop our activites as was done so far and to work ceaselessly to increase our income.

I would not like to seem pessimistic, for, striking the balance of the past six years activity, it is my opinion that the Federation is doing extremely well. The voice of the controllers is better heard today than ever before. Advices and expertise of the Federation are sought by an increasing number of international bodies and Governments are increasingly listening to our calls and advices. Within the Federation itself there is a greater solidarity among all Member Associations and we notice with satisfaction that there is an increasing number of individuals prepared to participate actively in the work of IFATCA. It is true that, in spite of its continuous growth, the Federation still does not represent the biggest Associations from Australia, Japan, the United States or the U.S.S.R., and everybody will recall that PATCO and the Civil Air Operations Officers' Association have withdrawn from IFATCA. It is however very important that, overcoming those difficulties, the Federation has maintained its dynamic attitude towards problems of all controllers throughout the world from the best to least developed countries and has strengthened its own personality.

We have repeated over and over again that the main problem facing Air Traffic Controllers is the recognition of the ATC profession. Thanks to our efforts, 5

strides forward have been made and the increasing cooperation now established with a number of international organisations is encouraging. It is indeed regretted that the International Air Transport Association and a number of its affiliates should, by their denying of concessions to controllers, prove that they have not yet accepted the importance of ATC for their safe and efficient operations, but here also significant progresses are being made.

Certainly the fact of recognising Air Traffic Controllers as PROFESSIONALS will not magically solve all problems and in many countries there is a long and hard way ahead until solutions may be defined to all problems. However, I strongly believe that by accepting the fact that Air Traffic Controllers are not just other Civil Servants and the ATC profession deserves special consideration, administrators, Governments and other officials would then create necessary mutual understanding and unruffled environment that should lead to further develop and maintain safe, orderly, efficient and economic air transportation.

Now indeed and as I have outlined it in the Executive Board report to the 17th Conference of IFATCA, we, Air Traffic Controllers, shall never forget that our profession is not an end in itself but we will always remember that we are professionals at the service of international civil aviation and hence of the flying public.

I have also on occasions mentioned the great responsibility that well-developed countries have towards developing or under-developed countries. Though this is not a specific problem to ATC, I have had in the past years the privilege to visit countries where conditions of work and employment of controllers regarding both the technical and human factors would not be accepted in modern civil aviation.

Controllers and administrations are making huge efforts to develop and maintain the best possible ATC system. They are often lacking the expertise necessary to jump from the ATC Middle Ages to the highly sophisticated technology of the end of the XXth Century. IFATCA has a tremendous responsibility towards all Member Associations and increasing efforts have to be made to assure that our world community doe::; not fail to its aims and objects.

Therefore I wish to appeal to all Member Associations of IFATCA, to all individual Members as well as to all Controllers who may not yet be represented in IFATCA, asking them to strenghten their support to 'the Federation and to make certain that their only voice at international level is given the power it deserves.

Finally I wish to address to the new President and the new Executive Board all my best wishes for continuous success in their work on behalf of the ATC profession and Air Traffic Controllers.

Jean Daniel Monln, Past-President

Vice-President Professional The election of Harri Henschler left a vacancy for the post of.,V-P Prof. After a close electoral battle the Directors elected Andreas Avgoustis to the Executive Board. We will carry a portrait of Andreas in the next edition of THE CONTROLLER, but for the moment I would like to say a personal welcome. More years ago than Editors care to make public, a young Cypriot controller came to the Central Flying School of the Royal Air Force to learn about military ATC and I, as the most junior controller, was responsible for his training. Christmas cards were exchanged in the ensuing years, then contact was lost. IFATCA took us both to Melbourne, where we met again. It is a pleasure now to share a place at the international table. Good luck AA!

ILO Meeting of Experts The International Labour Office is to convene a Meeting of Experts on problems concerning Air Traffic Controllers in Geneva, May 1979. The preparations involve the drafting of a working document objectively describing ATC conditions of work.

The success of the meeting depends on the relevance of subjects discussed. Only you, the controller, can identify these subjects. The ILO official responsible for the preparation of subject matters for the meeting is Mr. A. G i I , International Labour Office, CH-1211 Geneva 22, Switzerland. He asks you to contact him as soon as possible on any aspects of controllers problems. Don't delay - write today.

Changes of Address Immediate:

Claude Bouzier, IFATCA SC 11,Sub-Committee PR, c/o APCA, Orly Sud No. 206, 94542 Orly Aerogare, Cedex, France.

From 1 July 1978: B. C. Jones, Editor, THE CONTROLLER, 12, Fitzpain Road, Ferndown, Dorset, UK. Tel. 0202 89 29 99.

6

BC

Whenvoiceloggingisvital This airfield is one of thousands all over the world handling executive jets, private planes, freight services and leisure fliers. Just like scheduled airline flights using large airports, these planes depend on clear, accurate instructions from the control tower for safe take-offs, approaches and landings. Those instructions must be given at the right time, and must be seen to be correct afterwards.

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7

THE CONTROLLER Special Report Air Traffic Services in Italy The Situation The situation of Air Traffic Services in Italy is completely peculiar and is thought by Italian controllers to be unique in the world. All services concerning the safety and regularity of both civil and military flights such as ATS, COM, MET, AIS, and technical services are provided by the Italian Air Force, which employs for these purposes about 12,000 military officers and other ranks.

The reasons why these services are still entrusted to a military authority go back to the years following the end of World War 2, when the Italian Government found it convenient to use and improve facilities and plans, mostly those of COM, already existing and belonging to the Italian Air Force, which had been used essentially for Air Defence operations.

After the end of the war the problems were many. First of all had to be taken some solutions for the economical rebuilding of Italy; those choices didn't concern directly Civil Aviation, that was still entrusted to the Air Force. Only in the fifties an "ad hoe" Commission, chaired by Deputy Caron, examined the subject of Civil Aviation in Italy and expressed the need for the setting up of a Civil Aviation Authority, under the Ministry of Transport. It was their recommendation that all the functions pertaining to Civil Aviation, ATSs included, should be entrusted to such an Authority. This proposal, however, was not then implemented and only in 1963 - after 8 Bills - a Civil Aviation Authority (The "Direzione Generale dell'Aviazione Civile"), dependent on the Ministry of Transport, was finally established, but all Air Traffic Services, together with other services such as AIS-COM-MET-TECH, remained the responsibility of the Ministry of Defence. Thus these services did not and still do not have an independent organization, or self-government, that can assure the essential flexibility necessary to meet the exigencies and the continuous progress of Civil Aviation. The above mentioned services (provided to G.A.T.) are the sole responsibility of the Italian Air Force, but there are also many military departments some of which are common to the three Armed Forces, dealing with the different requirements of the Air Traffic Services, such as supply and maintenance. It is perhaps only natural that the prompt delivery of flight-strip holders, to quote but one example, should take a low priority in the mind of an Army supply depot comptroller. One can imagine, therefore, the additional problems of obtaining new radar equipment or much more vital, a fully qualified controller, from the shelves of the military store.

Thus the administration of the Air Traffic Services is completely fragmented. The Armed Forces acquit themselves efficiently in the task of Country-defence, but are not in a position to meet the needs of Civil Aviation. If we add to this organisational situation the bureaucratic slowness and clumsiness of State Administration, we may well understand the enormous delay in carrying out the plans of development and improvement of services such as installation and maintenance of technical aids and facilities (radar, radio-aids, communications systems and so on).

Furthermore, in recent years we have had an unnecessary proliferation of airports, with a consequent diminution of the already slender financial means available, instead of solving the basic troubles of existing airports.

The Air Force has naturally been affected in this process of fragmentation, being obliged to provide Air Traffic Control services, at no small cost and effort, while at the some time gaining nothing towards its institutional task which is to defend the Country.

This situation does not enable the A.T.S. to keep pace with new technologies and systems, and prevents the Electronic In8

dustry from planning their production according to a well-known and pre-determined demand.

After the DC-8 crash near Palermo airport, in May 1972, which resulted in the deaths of 115 people, the Minister of Transport appointed a Commission to prepare a report about Italian airports open to civil air traffic and about conditions and use of the airspace.

This report, known as "Rapporto Lino" from the name of the President of that Commission, clearly highlighted the critical situation of Italian airports and A.T.S. and expressed exact and useful views to assure an improved development of Civil Aviation in Italy.

Regarding Air Traffic Services, the "Rapporto Lino" expressed the hope and the need for the creation of a self-governing Authority, capable of operating independently taking into account both civil and military requirements. This new organization should centralize all the fees at present spread between many units and departments of the Ministry for Defence, and should carry out its own tasks efficiently and functionally. Despite these clear indications, nothing has changed since then; the situation has deteriorated and the organization of ATS is the same as in 1973, affecting heavily the workload and the working conditions of ATCOs.

Personnel Air Traffic Controllers and Assistant Controllers in Italy are all military, both officers and other ranks of the Air Force (only a dozen civilians are still employed by the Air Force, but were recruited more than 20 years ago}. Italian ATCOs are taken from already recruited military personnel, previously assigned to different military categories: The ATCO cadet is not granted any professional licence: Despite having to pass a 5 month course of English language and a 6 month basic ATC course for TWR/APP Control at Ciampino Airport in Rome, he is not recognized as a professional.

After the courses the ATC cadets are sent to different ATC units, according to local requirements. There, after a variable period of on-the-job training, they are qualified for operating as ATCOs; but nothing changes in their military career and status: they must carry out military duties during the ATC rosters, suffering a sort of professional dissociation.

The ATCO may come back again to the School, to attend the AWYs course in order to operate as Area controller in one of the 4 ACCs in Italy or APP/radar or AWY/radar courses.

The ATC personnel problems are - perhaps - the most difficult to solve in the military organization: the strict limitations which govern the number of officers allocated to each armed service impair the solution of ATC's problems.

To meet ATS manning requirements, the Air Forces is obliged to retain some personnel without security of employment, with a yearly contract. There are thus differences in career prospects, and terms of service affect promotion, salary and status. Despite the lack of acknowledgement of the professionalism of ATC work, the majority of ATCOs maintain a high "sense of duty" and are well aware that the troubles of the ATS are not due to the Air Force, but to a confused national policy which does not appear to recognize the need for an urgent solution of Civil Aviation requirements.

Military ATCOs must not be confused with Air Defence Controllers, who have a different organization (military, of course), different means and tasks, procedures and air sectors. AD Controllers control non-GAT traffic. When operational military air traffic (OAT) wishes to enter the space appointed to GAT, telephone

SperryUnivac'sARTS msystem not onlyputsa plane'saltitude and airspeedrighton the radarscope,butsoundsa warning if planesget belowa 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.

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With ARTSIII,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 rote work as possible, ARTSIll gives the air traffic controller the information and the time he needs to use his skill and experience to their best advantage.

Another demonstration of Sperry Univac bringing together specialists in digital technology and air traffic control - the result is the most experienced ATC systems supplier in the world.

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coordination is necessary between Air Defence Units and ACCs to assign block-levels or crossing levels to military a/c. These procedures are unsatisfactory because they tend to confine GAT, but this is the safest solution at present, considering the poor radar coverage, which is only available for GAT in the Rome and Milan TMAs. Additionally, large areas of airspace are permanently reserved for military use only. In the greatest part of Italian air space the procedural system is used for enroute Air Traffic Control; the need for total radar coverage is deeply felt; a reorganization of the AWY system in order to reach an integrated use of the whole national airspace is long overdue.

During 1977 the entire ATC system faced very difficult situations and ran the risk of being overwhelmed: to carry out satisfactorily all the traffic problems, chiefly in summertime, has been possible only with a heavy fatigue of all the personnel.

Penalties Let's have a look at some data; during 1977 we have handled about 400,000 hours of controlled flights, a "business" calculated at more than US $ 1,200 million in revenues, charges, etc. Those figures, using existing ATS facilities, are impassable with safety - perhaps we have already passed a limiting figure. But studies of potential growth indicate a requirement of 1 million hours in 1990, a "business" of approximately US$ 3,400 million.

It can be seen, therefore, that the penalties of an ATC system frozen at its present level would be heavy. Le us remember that civil air transport is at present the only element of any transport system in Italy that remains in· credit. This situation would be jeopardised, with consequent losses in income from business travel, tourism, goods-transport and, of course, employment opportunities.

The new Rome ACC should have presented the opportunity to apply scientific criteria in airspace management, to implement new procedures and, indeed, to modernise the whole Italian ATC philosophy. Instead the limits of the ATC system are still the same - very poor radar coverage; lack of communications facilities: lack of trained personnel leading to understaffing - all these despite the efforts of the Air Force.

ANACNA firmly believes that solving problems 'piece-meal' will not help rationalize the ATS in Italy. A completely new organisation and structure is vitally necessary, and ANACNA, having studied many solutions, including existing successful foreign methods, is making its recommendations to this effect, direct to the Italian Government.

Solutions Proposed The agenda of the annual meeting of ANACNA, held in Rome on Dec. 3 and 4, 1977 and addressed by IFATCA President JD Monin, dealt with the main problems of ATS in Italy and the conclusion was that the solution to those problems can only be found in a clvllianlsation of this service, through the establishment of an organization taking into account the exigencies of both civil and military aviation, and using - in an integrated way - the already existing technical aids and facilities.

Italian ATCOs have got this conviction after having examined the role of ATC in some of the world's most advanced and most successful aeronautical systems serving Civil Aviation. In fact those most advanced and experienced countries in aeronautics and ATC have all chosen the way of civil organization {private or national) because they have long recognised that Civil Aviation has a philosophy and problems that have nothing to do with the extremely important but different tasks of the Air Force.

ANACNA proposes a system akin to that adopted by the U.K., an integrated system able to meet the requirements of both civil and military aviation. It would be a mistake, also for financial reasons, to create two separated, civil and military, organizations.

Like other countries, we should integrate the civil and military ATC services under the responsibility of an "Agency" equidistant 10

from the central administrations, which would however take into account the requirements of air defence.

The normal environment of this new ATS Agency would be under the authority of the Ministry of Transport. It should have: independent budget and appropriate financial capacities, a central organization bringing together the responsibilities now spread among different departments of the Defence Ministry, possibility of fulfilling its own tasks efficiently with less redtape and greater autonomy.

This ATS "Agency" would have the following responsibilities: organise the public air space recruit {eventually in a local scheme), train and employ personnel supply, maintain, install and check radio and radar aids and communications facilities manage all services directly connected with flight operations.

For the personnel, at last, should be established a truly professional employment status, thus eliminating all the differences now existing. This is what we propose to our Government to take into due consideration, with the consciousness of expressing a professional opinion directly derived from our day-to-day dedication to Air Traffic Control.

■

EL AL "Determined to Introduce Holiday-Class Air Fare" El Al, the Israeli national airline, says that it is determined to introduce the holiday-class air fare concept proposed by Mr. M. Ben-Ari, the airline's president, at the next annual general meeting of the International Air Transport Association (IATA) in Madrid.

If IATA does not approve, El Al will ask the Government of Israel to examine the possibility of bilateral agreements with foreign carriers willing to participate in such a venture.

The proposed holiday-class rate would save about 17 0/o on the tourist air fare which means a saving of about 120-150 dollars on the North Atlantic route. But no meals or free drinks would be served. Passengers would be able to buy food boxes before boarding.

The concept of the holiday-class fare received whole-hearted support from IATA Secretary-General, Mr Knut Hammarskjold, who described it as the best idea - and perhaps the only one for the airlines, considering their financial difficulties. The presidents of most of the other major carriers represented at the meeting also gave their support.

Mr Ben-Ari first proposed the holiday-class fare at IATA's annual meeting in Tehran in 1973, when fuel prices had quadrupled because of the oil producers' embargo. But it is only now, after the recent introduction on the North Atlantic route of a "no frills" fare by the independent British airline, Laker Airways, that the chances for acceptance of the holiday-class fare are felt to be considerably improved.

Tourists normally occupy more than 70 0/oof airline seats, and under the holiday-class plan, Boeing 747's would be divided into three sections: The first-class compartment would retain ten seats, as at present; The "commercial" class, with 40 to 50 seats, would continue to have food served, as now, together with free drinks; The remainder, about 386 seats, would be sold to holidayclass tourists, who would be seated ten abreast.

ELAL Press Release

Overheard at the Executive Board Meeting, Mexico: Bill Robertson (Regional Councillor North and Central America) to Ted Bradshaw (Vice-President, Administration): "I'd like to cross check my Manual, may I borrow yours, assuming, of course, that it's amended to date?!"

Then take a good look atthisnew 23" DAYLIGHT DISPLAY It's easier to see, to read and to use than any raw video or mixed display you've seen. It takes your air traffic control out of the dark, into the daylight.

Extra brightness and clarity Is only one of Its advantages. It presents a wide variety of computer-supplied synthetic information on a randomaccess basis.

Display Is very quick and very accurate.

It gives the operator as many formats and presentation modes as he likes.

Synthetic presentation cuts oul all unnecessary detail. The buill-in display processor is a general • purpose lype with micro-program control techniques.

Still in the dark with

ATC displays?

ll's also very easy lo talk to.

Alphanumeric data are input through lhe keyboard. If you wanl to update information in the computer system extract data from it or communicate with other operators through II, you use the lightpen, with Its associated micro-miniaturised processing electronics. It's quick and sensilive.

Automatic 'lell-back' quaranlees accurate positioning.

Already parl of the SARP (Slgnaal Automatic Radar Processing) System, the 23" Daylight Display can be Interfaced with other systems as well. ll's modern answer to high data loads.

Ready to come out of the dark in ATC? Lei us help you.

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11

IBERIA ANIVERSARIO 1927-J<)Tl

by Horst Guddat

In his report to the 33rd Annual General Meeting of the International Air Transport Association, Madrid, November 1977, IATA Director General Knut Hammarskjold referred to IBERIA as a microcosm of Spain, combining so effectively old traditions with new practices. " ... under the dynamic President Manuel de Prado it has taken on a new image and a livery which does justice to the proud artistic tradition of a country that gave birth to Goya, Velasquez, Picasso and Dali."

First Services and a Turbulent History On 12 December 1927, a cold but sunny day, some honourable dignities and a small group of curious spectators saw the take-off of a huge Rohrbach-Roland from a wet grass area called Aerodromo de Loring (Madrid-Carabanchel) for the first regular flight of IBERIA to Barcelona. The German built Rohrbach RO-VIII "Roland" was a three engined monoplane with BMW IV engines developing 720/960 HP respectively, enabling the aircraft to cruise with 10 passengers and two crew at 170 km/h up to an altitude of 4000 mtrs. The aircraft had its first flight in October 1926 and was successfully used by Lufthansa, German Airlines, on European routes.

IBERIA was the successor to the famous Spanish CETA, one of the pioneer airlines in Europe, which already could look back to some experience in regular air services. CETA in fact was in operation since 15 October 1921 when it started regular air services between Sevilla and Larache/Marocco. A third Spanish airline, "Union Aerea Espanola", served the route Sevilla-Lisboa. In December 1928 the above three companies merged and obtained government concession for commercial flights under the new name CLASSA (Compania de Lineas Aereas Subvencionadas, S.A.). The next three years CLASSA expanded only slightly. Just Sevilla and Biarritz were connected to Madrid. A Junker Poseidon joined the still small fleet. On 27 May 1930 the route to the Canary Islands was inaugurated by a Ford Trimotor, which could already carry up to 12 passengers at a cruising speed of 180 km/h and had a range of 900 km.

In 1931 the name CLASSA was withdrawn and replaced by LAPE (Lineas Aereas Postales Espanolas). Don Cesar Gomez Lucia became Director General. He tried to keep pace with the rapidly developing commercial air transport systems forming now all over Europe. As a leader of the Company for 33 years his first move was to have LAPE join IATA, an association of European airlines and forerunner of today's IATA. In the same year, 1932, LAPE set up the Madrid-Bordeaux-Paris route, thus becoming the first foreign company to be granted a route inside France. In 1933 regular services were established between Madrid-Casablanca 12

and further to Las Palmas. Meanwhile a total of two Ford Trimotors were in service with the Company. To meet the growing competition on the European air transport market more advanced aircraft had to be envisaged. In 1936 two Douglas DC-2s were purchased. This aircraft was a big step forward as it could carry 14 passengers with a speed of 200 km/h over a distance of 1.175 kms. In 1937 the traditional name IBERIA was reinstated to be the trade mark till the present days.

During the Spanish Civil War 1937/39 almost all civil aviation activities ceased. After the termination of the War IBERIA practically had to start once again. More modern aircraft like the De Havilland Dragon Rapide and additional DC-2s were introduced The Dragon was a very popular small airliner in those days. This twin-engined biplane could carry 8 passengers at a speed of 210 km/h. IBERIA operated six such airplanes in the forties, the last two staying in service even until 1955. The Dragon and the DC-2 were instrumental in achieving encouraging good results from 1939 onwards. During 1939, already 43.960 passengers were carried. In 1940 IBERIA, with its head-office in Madrid now, was given by the government exclusive rights to carry passengers, mail and cargo within Spanish territory and foreign routes established in international agreements.

1941 saw the inauguration of the famous three-engined Junkers JU-52 on the Madrid-Las Palmas route. This all-metal aircraft could easily carry 18 passengers at 270 km/h over a distance of around 1280 km. In 1943 IBERIA operated 8 JU-52s, the last veterans staying in service until 1955, a respectable record which later on would only be surpassed by the incomparable Douglas DC-3 and DC-4. The twin-engined DC-3 joined IBERIA in 1944 bringing the Company's fleet up to 18 aircraft of various types. The DC-3 could carry 28 passengers at 300 km/h over a distance of 2.400 km and had a max. ceiling of 7.000 mtrs. In 1946 the four engine, 70 seat DC-4 went into service with IBERIA, the fleet now comprising 25 aircraft. Passenger numbers went up notably.

From 59,402 in 1945, the end of World War II, to 101,533 in 1946. During WW II IBERIA only suffered from lack of fuel to operate its airplanes, else the airline was more or less functioning.

1946 was also the year when IBERIA inaugurated Europe's first post war South Atlantic services to Rio, Montevideo and Bueons Aires, thus bringing the total number of flying kilometers up to 2,903,285 that year. The DC-4 flying the South Atlantic had a range of 2,690 km and required only few refuelling stops en route.

In 1949 services to Caracas via Isla de la Sal and San Juan de Puerto Rico via Santa Maria de Azores, plus another route to Havanna and Mexico followed. In 1950 a total of 280,115 passengers were carried, almost five times as much as in 1945. The fleet meanwhile consisted of 30 airplanes, mostly DC-3s and DC-4s.

IBERIA operated up to 18 DC-3s (1962) over the years and 7 DC-4s (1958) and set a record for operating the DC-3 over 28 years, the DC-4 over 23 years (1944-1971 and 1946-1969 respectively).

Another milestone in the history of IBERIA was set in 1954 when the North Atlantic service between Madrid and New York was inaugurated with the elegant Lockheed Super Constellation, a luxurious airliner, faster and bigger than any previous IBERIA ship, offering more passenger comfort while 'cruising at higher altitudes. 86 passengers could travel at 565 km/h over a distance of 9,400 km. A total of nine "Superconnies" were in service with the Company (1961), the last two being phased out in 1966. In 1954 some 40 aircraft formed the IBERIA fleet, 521,984 passengers were carried, 13,362,748 km flown. The Company was growing steadily, constantly expanding its network. Particular emphasis

The Ford Trimotor, in use with IBERIA as of May 1930 on the route to the Canary Islands, had a range of 900 km and could carry 12 passengers at a speed of 180 km/h.

was directed towards domestic services. The reason for this was obvious. The mountainous topography of the peninsula where overland travel is difficult, because of the scarcely developed road and rail system, and the Balearic and Canary Islands with their attractions and demands called for air transport. Mainly for domestic purposes the 44 seated twin-engined Convair 440 Metropolitan was introduced in 1957. Up to 16 such aircraft (1964) were owned by the Company and kept in service until 1970 on domestic and medium range European routes.

Also a requirement for air freight services was recognised at an early stage. Already in 1953 four Bristol 170 Freighters, the last commercial aircraft with a fixed undercarriage, were acquired to offer relatively large cargo capacity. The Freighters, which had a service range of 1,650 km, stayed in service until replaced by cargo jets in 1963.

Crew and passengers posing in front of the three engined Junkers JU-52 after the inauguration flight to Las Palmas in September 1941. IBERIA operated a total of 8 JUs, some of them until 1955.

jet aircraft and introduced them successively. In 1962 the first 4 Caravelle jets joined the fleet, which gradually expanded to 20 airplanes of that type (1967). The French Caravella performed in a most reliable and satisfactory way on short and medium range duties over a period of eleven years. With the increasing tourism into Spain it soon became apparent that another medium jet aircraft with greater capacity would be needed. During 1966 some 2,266,577 passengers were flown over 50,922,028 km. Doubling figures over 5 year periods apparently became a standard. In 1967 the first 6 DC-9s went into service with IBERIA, the answer to the above question was found. Today 34 such aircraft serve the Company.

Although in 1967 IBERIA's fleet consisted of 75 aircraft, 31 were still piston-engined. By 1971 all propeller driven airplanes were phased out and replaced by jets or modern turboprops. The first 3 Boeing 747 Jumbo Jets were introduced and the mediumrange Boeing 727 joined the fleet. Only 7 turboprop Fokker F-27 Friendships still performed duties for which the jets did not seem fit at the time.

As already mentioned before, domestic flights to even small airfields in the country are a domaine of the airline. Currently 60 % of its traffic results ·derive from this activity. In 1971 over 6½ million passengers were carried over 110 million kilometers, more than double the figures of 1966. Actually IBERIA can be proud of the results achieved. It is one of the few government shared airlines in the world that continuously stayed in the profit zone, even during times of recession, oil crisis and industrial actions that seriously affected the airline industry. The Company has financed an immense fleet of modern jet planes including wide-bodied jets. She is in the fortunate position of having no immediate need for replacement aircraft for any of the types currently in operation, as most of the fleet dates form after 1970, thus being good for use through the eighties.

The Jets Take Over The first jets to join IBERIA were three Douglas DC-8s in 1961.

This year saw some 50 aircraft under the Company's flag; for the first time over one million passengers were transported on a total of 22,701,453 flying kilometres. Figures had doubled over the past five years. To replace the outdated piston engine aircraft in use with the Company over so many years, and to cope with the demands of international competition IBERIA purchased more

The Lockheed Super Constellation, serving IBERIA from 1954 till crossed the Atlantic at over 550 km/h, carrying up to 86 passengers.

1966,

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From 1957 till 1970 up to 15 CONVAIR 440s Metropolitan were in use with the Company at the same time. She could carry 44 passengers on short and medium routes.

Today IBERIA operates 86 airplanes: 3 Boeing 747s (378 seats), 6 DC-10-30s (252 seats), 5 DC-8-63s (208 seats), 1 DC-8-63F, 1 DC-8-52 (145 seats), 1 DC-8-55F, 30 DC-9-32s (100 seats), 4 DC-9-33Fs, 29 Boeing 727-256s (149 seats) and 7 F-27s (44 seats). The average daily utilisation for the entire flight period 1976 was 5.49 hrs, the DC-10 achieving the highest average figure with 9.64 hrs a day. During 1976 some 10,647,057 passengers flew with IBERIA over 128,985,572 km. In the anniversary year even the 12 million passenger mark was reached. At present IBERIA has representations in 148 cities and 56 countries. Regular services are provided to 82 airports of 42 countries.

People that make the System Work Some of you may be surprised to read that IBERIA ranks number 12 among the airlines of the World, and that, after British Airways, it is the biggest airline in Europe. To achieve this excellent position in the airline community reflects the efforts of 20,181 individuals presently employed with IBERIA. Among them are 401 pilots and 378 co-pilots, whose skill and proficiency largely contribute to the image of the Company. There are captains like Don lndalecio Rego Fernandez, who flew almost all post-war airplanes in service with IBERIA and put on record over 18 million kilometers flown, followed by Don Ramon de la Rocha Mille with over 17 million flight kilometers. Both are with the Company for more than 30 years now and top IBERIA's seniority list.

But there are also captains like Jose Riera, who started his IBERIA career on the DC-3 during the fifties. He gathered more than 12.000 flying hours on DC-4, Caravelle and now the DC-8, and when you sit in the cockpit with him on one of his regular flights across the South Atlantic you are impressed by the experience and high standard of skill with which pilots like him handle even unusual situations. After an 8½ hours flight across the Atlantic the approach to Caracas still has the touch of adventure and risk even though conditions and ground installations have slightly improved over there in the immediate past. Using the recently constructed sea-side runway, owever, might still create some trouble, particularly after landing at Maiquetia. There are no turn-offs and taxiways at the end of the runway, so you have to backtrack on the active runway. That's where the real problem starts. At night - as in our case - we could not identify at first glance the taxiway leading to the terminal. Communications back and forth with the Tower and even the mother language didn't help to quickly sort out the problem of finding our way. Meanwhile the succeeding aircraft on approach to Maiquetia Simon Bolivar Airport was on short final and had to make a Go Around as our stretched DC-8-63 was still on the runway. Finally one line of blue lights was identified, some lights in the line being unserviceable. After the question of having the taxiway either left or right of the blue 14

line was solved, and the Tower confirmed the lights to be the centre line, our big bird could leave the active, just before the next aircraft on approach was about to initiate the missed approach procedure. The taxi light of the DC-8 was not of much help as the runway is somewhat higher than the apron and taxiways leading off the runway therefore have a considerable downward slope, putting them in the shade below the lighted line of sight.

The lighting at this airport, even though it is obviously provisional, should definitely be improved in the interest of safe ground operations.

Nevertheless Capt. Riera ably managed to bring the aircraft safe to its parking lot on the apron and never lost his patience when the excited voice of the Tower Controller commanded with temper to leave the runway immediately because of other approaching traffic. Capt. Riera rightly preferred to be on the safe side.

The flight back to Madrid in a DC-10 was a comparatively smooth one. Excellent cabin service, and the instructive explanations and attention of the cockpit crew during my stay on the flight deck while approaching Barajas Airport made this another memorable experience. Capt. Jose L. Acebes, with IBERIA more than 20 years, over 15,000 flying hours (mostly on jets). also started on the DC-3. Had his first long range experience on the DC-4 and Superconnie. Was among the first to get a rating on the Caravelle Jet, flew the DC-8 for some years and again was among the first to get his rating for the DC-10. Still in his midforties Capt. Acebes belongs to the generation of pilots that presently form the elite of the Company. The pioneers of the first years are gradually retiring, and the young pilots, mostly recruited from the Air Force are still lacking experience and routine. IBERIA has established its own training centres over the years and has full access to the facilities of the European ATLAS Group (Alitalia, Air France, Lufthansa, Sabena). which she joined after its formation. Thus IBERIA crews use the B 747 simulator of Lufthansa in Frankfurt and the one for the DC-10 of Alitalia, Rome. At Madrid Airport IBERIA runs cockpit procedures trainers and simulators for DC-9, B 727 and DC-8. The Company carries out training courses for other airlines including Spantax, VIASA, Aviaco and JAT. The National Flying School, opened in Salamanca in 1976, now trains a sufficient number of crews to meet future requirements.

Under the Presidency of Don Jesus Romeo Gorria (since 1970) IBERIA entered a competition that saw expansions of the jet fleet, introduction of the domestic "Punte Aereo", an air bridge connecting Madrid and Barcelona, and the inauguration of a new freight terminal at Madrid capable of handling 300,000 tons cargo per year.

When the present leader of IBERIA, Don Manual de Prado y Colon de Carvajal, took over the reins on 15 September 1976, he found a progressing airline company, financially sound and respected the world over. Due recognition was given by IATA in

The first three Caravelle Jets arrived from Paris in February 1962, 13 followed over the next years and stayed in service unti I 1971.

electing Manuel de Prado President for the period 197611977.It is understood that the reputation IBERIA gained is the result of many individual contributions and that the Company, despite political and social obstructions of the past, has developed a customer conscious philosophy.

Viewing the Future Changing the image of an airline is not only a matter of introducing a new paint job for its aircraft. New livery, new uniforms for the ground and flight attendant staff are only part of the programme; "psyching up" the staff at all levels, new cabin crew training methods, Improved communications between upper and lower staff levels, and a more adequate move into internationalization are additional strives. Plans are in the process of implementation to open new routes to Beirut, Jeddah, Kuweit, Tehran and Tokyo. Great emphasis still rests on the domestic and European routes. Tourism and air cargo are providing a great market to cope with.

In the cargo field the Company is banking on continued expansion. In 1976 some 166,892 tons were carried, 5,5 % more than the previous year. IBERIA presently operates 6 all-cargo jet planes, and has considerable cargo capacity in the eight wide body jets currently in service. More Heavies are going to join the fleet. Under consideration are the DC-10-30, B 747SP and Airbus A 3000/B11. Under study are also projects like the B 7X7, B 7N7 and DC-X-200. IBERIA will also need a 50 seat aircraft for medium density routes and intends to purchase a 20 seater for domestic services. The new passenger terminal at Barajas Air-

When this issue appears IBERIA will probably have taken over from the Boeing Company its fourth B 747 in the new livery, which most certainly will help to advertise the new image of IBERIA.

port is readily available to cope with the expansion plans of the Company. IBERIA appears to have a solid basis on which to build the future. The favourable development in the political situation of the country will certainly lead to an upward surge in tourism, and the planned change in the airline's corporate identity and image will help to compete and keep a profitable position in the international air transport market.

■

Conference Reports Report on the XXVth International Congress of Aviation and Space Medicine (ICASM), Helsinki, Finland, 04-09Sep. 77

by BL Watkin (NZATCA) representing IFATCA Introduction The scientific programme commenced at 1330 hours on 04 September and continued throughout the Congress as a series of cases/papers in two auditoriums with simultaneous English/ French translations. The apparent shortage of papers and the number of non-aviation presentations enabled me to concentrate on papers that could be related to IFATCA. At relevant question/ discussion time a series of questions were asked on the relativity of specific pilot/passenger references to its application to the operational Air Traffic Control Officer (Controller). The varying replies, discussions and agreements have been included in this report in the sequence of the Congress programme.

Current Aspects of Coronary Heart Disease (CHD) The suprising fact that Finland has one of the highest CHO rates in the world is well known amongst the medical profession and is under constant study, however it appears that the Finnish medical authorities have made no checks on the Finnish Controllers nor have they planned any future checks.

It was agreed that the Finnish Controllers could benefit from such a study and that it could advance air-safety in air traffic control in Finnish airspace and adjoining air traffic control centres.

Aircraft Accident Investigation This section was a strange combination of papers associated with the identification of air-crash victims, including pilot victims being diagnosed as having taken alcohol just prior to and during flight; the testing for typical behaviour (?) under conditions of

dilemma in aviators included one brief reference to the attempt to make allowance for air traffic control instructions to the pilot; and an interesting paper on "Mental Sharing in the Human Operator". Although no effort had been made to correlate air traffic problems as experienced by the pilot or his reactions to a Controller, the "Mental Time Sharing" methods of study and analysis could have an important impact on the measuring and the diagnosis of stress on the Controller and the relationship between the pilot and the Controller and air traffic control should be included in future studies.

Would You Fly With This Pilot? (Air Safety) The American influence, mainly from members of the Aerospace Medical Association was a decisive factor in the often heated discussion of a series of 20 actual medical case studies in making this section an enlightened highlight of the Congress. Each specific type of medical problem was presented in full for discussion to decide whether the Congress members agreed with the diagnosis and recommendations regarding the pilot's fitness to fly.

The distinct lack of appreciation by many members of one of the basic principles of air-safety that the size of the aircraft does not affect a mid air collision (air crash) and should not have any influence on the Doctor's decision regarding a pilot's ability to fly-an air crash between two large aircraft is just as fatal to those on board as an air crash between a Jumbo Jet and light aircraft was disconcerting. It was obvious that there was considerable difference on some of these aspects of aviation medicine but it

15

was agreed that greater importance should be given to the problems of air traffic control by the medical profession.

invitation to all participa·nts to attend ICASM 78 in London during September 1978.

Environmental and Occupational Health in Aviation The delightful travelogue in glorious colour slides of Honolulu showing the Honolulu Air Traffic Control Centre and Control Tower was one of the few references to air traffic control and it appeared in the non-related context of "Holter Monitoring". However the measuring device confirmed the interesting conclusion that for an air passenger recovering from a recent heart attack the emotional stress brought on by the thought of flying is of the utmost importance and perhaps actual flying is the greatest stress of all and should be the concern of every physician.

It is my opinion that an application of the "Holter Monitoring" device could possibly be applied to air traffic control as a cheap, rapid and simple method of measuring some of the stress on the Controller, particularly immediately prior to, during and after periods of "peak" air traffic.

Conclusions Despite the excellent translation service the difficulty of communications was an ever present problem, particularly with specific medical terms and indifferent English; in one paper the translator and members found it impossible to make sense of two conclusions and translation was refused; on another the broken English was almost impossible to understand in either English or French.

The papers were not readily available due to the exorbitant cost of reproduction and if conclusions were reached they were the author's personal ideas and were not always endorsed or agreed to by the Section Chairman or members present.

Some of the private, outspoken, contradictory comments after a number of presentations were quite enlightening but at the same time frightening due to the possible adverse effect on airsafety in general and air traffic control in particular. These comments have been included as a comparison with the excellent organisation and the common language usage that we enjoy in IFATCA and are not meant to discredit the necessary international position that the international Academy of Aviation and Space Medicine has in Aviation Medicine, as is confirmed by the high medical qualifications and positions held by the members and the presence of representatives from IFALPA and its member associations.

Many participants from almost every nationality, including members of the Aerospace Medical Association expressed their personal gratitude that IFATCA was represented at ICASM 77. It was almost unbelievable that so many had not realised the importance of air traffic control in modern aviation nor the vital part that the Controller must contribute to airsafety. A number of the participants expressed the opinion that the Congress would have benefitted from a paper detailing the aims and objectives of IFATCA and with special reference to work-related medical problems of the controller.

It is felt that this lack of knowledge and understanding had been rectified by the end of the Conference.

Pilot Selection The psychiatric, psychological and neurophsyological approach to pilot selection has developed to an considerably high degree, especially with the selection of pilots for Finnair and SAS and stress the ever increasing requirement for pilots to absorb, evaluate and up date rapidly changing data in the modern jet aircraft.

It was agreed that: 1. The Controller had similar problems sustained over longer periods of time; 2. No studies of this effect on Controllers had been made in Finland or Sweden nor were any contemplated; 3. The facilities already existing for pilot selection could be applied to a neurophysiological approach to Controller selection, measuring stress on the Controller and analysing the relationship between that invisible operational aviation team of Pilot/Controller.

Operations in Special Conditions Apart from an attractive publicity boost for British Airways and a medical appraisal of the operating requirements for a "Red Cross" type of helicopter, the controversial problems of medical requirements for a "Mass disaster on an airport" (as occured at Tenerife) were not resolved. The general view appeared to favour the improvement of existing medical standards of rescue and treatment, such as provision of a Heliport at a nearby hospital for the rapid transfer of crash victims from difficult terrain.

Closing Ceremony This consisted of a short simple appreciation of the work done by the Organising, Scientific and Ladies' Committees and an

Editor's note: Watty·s detailed report has been tabled as a Working Paper (W. P. No. 11) for the 17th Annual Conference of IFATCA, Copenhagen, 23/28 April 1978. In his WP he makes the following Recommendation: That the General Secretary of the International Space Medicine be advised that:

Academy of Aviation and

a. The invitation to attend ICASM 78 will be accepted, funds permitting. b. A paper or papers would be submitted for consideration for presentation at ICASM 78; These papers to include "The aims and objectives of IFATCA" and a medically orientated paper on the controller.

IFATCA at the 32nd ITF Congress, Dublin, 1977.lp'.

Colleagues, Ladies and Gentlemen.

On behalf of IFATCA, the International Federation of Air Traffic Controllers Associations I thank you for the opportunity of addressing this forum.

IFATCA is now in its sixteenth year and has a world-wide membership of fifty national air traffic controllers associations.

Among its major aims and ofjectives are to assist in the development of safer air traffic control systems, to take advantage of progress in the technical field to benefit the flying public, and to serve as a focal point for the exchange of information on technical and safety problems. Through this exchange IFATCA is able to establish policies on various subjects, many of these

• Paper prepared by Harri Henschler, presented by Pat O"Doherty of the Irish ATCA.

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policies, we are proud to say, have been accepted by international bodies, such as the International Civil Aviation Organization, as a basis for their standards, rules and regulations and are now in use world-wide.

IFATCA is, on a regular basis, in contact with numerous international organizations such as, and to mention just a few, IFALPA, the International Federation of Air Line Pilots Associations; IATA, the International Air Transport Association; ICAO, the above mentioned International Civil Aviation Organization, a branch of the United Nations. as well as many air traffic control associations which are not at this time members of IFATCA, and national administrations. We started, sixteen years ago, as a small group of European associations in an attempt to overcome technical problems created by the commencement of the jet age.

From this nucleus we grew into a truly international body representing all corners of the earth.

Our members are air traffic controllers' unions,· associations which are both unions and professional organizations, and purely professional bodies. Regardless, however, of the make-up of our individual member associations we have maintained the importance of the individual controller in any air traffic control system.

Controllers, human as they are, will continue for a long time to come to be the most crucial component even in a fully automated system.

We have often been told that automation will make our profession an easier one. This is only partly true since with automation almost invariably comes an increase in traffic to be handled. On the other hand many conventional systems today continue to be safe only due to the superhuman efforts of the controller, and should have been automated long ago.

We are faced with the curious situation where untold sums are spent on developing advanced airborne systems while on the ground we continue to live in the horse-and-buggy age of aviation. Many systems still existing today are virtually unchanged since the days of propeller-driven aircraft, yet, controllers are required to provide a safe service to the present generation of heavy jet aircraft and, quite possibly, supersonic transports.

One major cause for the glaring inconsistency between sophisticated airborne systems and antiquated ground-based air traffic control systems is the fact that in most countries controllers are employed by their national governments.

These governments, elected or otherwise, have found it convenient, for political or other reasons such as ignorance of the work performed by air traffic controllers, to curtail purchase of advanced or even basic aids such as radar.

In many or even most countries decisions which have a direct impact on air traffic control are made by administrators with no personal experience in air traffic control and without accepting advice from those who do. These administrators look upon the controller as just another civil servant who can, as they do, postpone any decisions until tomorrow or next week.

This is just not so. Control decisions have to be correct and instantaneous. Human error can be fatal 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 wailing for him.

Administrators who, after a long time of weighing all factors, make a wrong decision costing millions normally do not even lose their jobs let alone go to jail. It is more than unrealistic to expect controllers lo continue to perform their duties safely with the threat of incarceration for making a mistake, albeit with tragic results, hanging over them.

And this brings us to the overriding concerns air traffic controllers, their unions and associations around the world share.

Two facts are uncontested: 1. Responsibility for controlled safe flight is shifting al a great rate from the aircraft flight deck to air traffic control. Most decisions, other than in emergencies, are made by controllers.

Pilots execute these control decisions.

2. The profession 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.

Our first point indicates the overwhelming need for more sophisticated equipment, equipment which at least approaches the advanced technology found in today's aircraft. Until such time as governments provide such equipment to their air traffic controllers no air traffic control system is as safe as it could be and as the air traveller has a right to demand.

Equipment, however, is only one aspect of any air traffic control systems. As we said before, the human air traffic controller will continue to be the crucial component in the system and this brings us to our second 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, with a divorce rate, incidence of peptic ulcers, possibly alcohol consumption and use of barbiturate and other drugs at many times the normal.

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 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. The retirement problem is, at this time, not too acute. However, in a few years it and all its consequences will become very significant.

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.

Pilots have long been able to translate their services into better than average remuneration and working hours as well as other benefits such as travel concessions.

They have the advantage of being highly visible and not government-employed. As is ours, and maybe less so, theirs is a stressful profession. To our knowledge, however, no pilot anywhere in the world works for the equivalent of 80 US Dollars as do the controllers in one country, and no pilot holds down up to three jobs, as do controllers in more than one country, just to ensure physical survival.

We said before that responsibility is shifting from the flightdeck to the controller. It is high time that there be the logical increase in recognition. It is long past time that controllers' working conditions be adjusted accordingly. Controllers deserve it and will bring it about.

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. IFATCA will work towards achieving these for all air traffic controllers and with this goal in mind we ask for your support and assistance wherever possible.

Thank you, ladies and gentlemen.

Boeing 747s Fly 5 Million Hours The worldwide fleet of more than 300 Boeing 747s has passed another milestone - five million hours flown since the first 747 was delivered to Pan American World Airways in December, 1969.

As of August 1, 295 of the jumbo jets were equipped with the Commercial Products Division's JT9D engines. The 9D had accumulated more than 20 million flight hours at this time.

The five-million-hour total - which includes all 747 hours logged by 49 operators, including training, route-proving and nonairline flying - was arrived at by Boeing product assurance officials. The total is increasing at about 3,000 hours each day.

The highest-time 747, belonging to Braniff, has logged more than 32,500 hours.

United Technologies News 17

33 rd Annual I FALPA Conference Frankfurt 13-18 April 1978

The Principal Officers of IFALPA at the 33rd Annual Conference in Frankfurt which was opened by Capt. V. Jauernig (at the rostrum), President of the hosting German Cockpit Association.

Report of the IFALPA President IFALPA President Derry F. Pearce, Trident Captain, Cathay Pacific Air Lines, in his opening address and report on the state of IFALPA, with great respect saluted three colleagues, whose recent sudden and untimely deaths, left fellow pilots and friends from other aviation circles from all over the world in deep sadness and condolence.

Captain Hans Dieter Gades, President of the German Cockpit Association, had taken an active part in the activities of IFALPA and will always be remembered because of his undoubted ability, dedication and leadership.

Captain St. John McCloskey had set an outstanding example to his fellow pilots by his untiring efforts in the international forum, particularly as chairman of the Study Group All Weather Operations.

Captain W. Schumann for his brave and upright attitude during the senseless slaughter of a Lufthansa Boeing 737 hijack last year.

For years IFALPA has considered its number one problem the menace of hijacking and sabotage. Because of the gravity of the deteriorating situation IFALPA has taken a firm and united stand resulting in the known intervention at the United Nations level. In October 1977 IFALPA President Derry Pearce in a statement before the United Nations Special Political Committee seriously reminded Governments of the world of their responsibility for action to protect the flying public. Urgent steps were necessary to ensure that all nations comply with International Law as it relates to the denial of safety and refuge to aerial pirates, and those who otherwise carry out attacks on civil aviation.

IFALPA requested to intensify efforts aimed at expeditiously obtaining universal ratification and implementation of the obligations contained in the Tokyo, Hague and Montreal Conventions, together with universal application of the preventative and other measures prescribed in Annex 17 of the International Civil Aviation Organisation. The threat of the organised pilots the world over to withdraw their services in protest at the alarming escalation of the incidence and violence of unlawful interference with civil aviation has resulted - in the wake of a United Nations resolution - in intensified activities within ICAO. Measures for strengthening the present security procedures were put underway; States are being questioned on their intentions with regard to ratification of the existing three treaties; seminars are being planned in order to educate personnel at all levels; and States are actively considering means to combat the savage minority that constantly is holding the flying public to ransom.

IFALPA at Work To discharge all agenda items in just five days was only possible through the careful and thorough preparatory work of the IFALPA Study Groups. Working Papers tabled reflected an enormous input by the experts, who, like in our Federation, in18

Nearly 250 pilots representing 48 IFALPA Member Associations plus a considerable number of observers from various aviation organisations were cleared to Frankfurt not only to see the unusual nice weather prevailing for the whole duration of the conference, but also to work through a heavy agenda. The International Federation of Air Traffic Controllers Associations was represented at this meeting by past President J-D. Monin and President H. H. Henschler (then Vice-President Professional.)

vested a lot of voluntary effort in the interest of the profession.

Most of the papers required minor changes only, an indication of profound studies.

Conference work was organised in five Committees, sitting at the same time, and reporting back to Plenary almost every day.

This somewhat different and more time consuming working method has the advantage of completing selected items well before the termination of the Conference, thus producing agreed policy statements already during the course of the Meeting.

In Committee A (Industrial, Nominations for Appointments, Regional) the implementation of policies involving curtailment of normal operations and the question of Freedom of Association were discussed; nominations for the appointment of regional vice-presidents, Study Group chairmen and vice-chairmen considered; and the current list of Class 3 aerodromes/airspace reviewed.

As you may know IFALPA classifies airports the world over according th their ground installations and/or terrain conditions impairing safe operations.

Class One (Orange Star): Deficient, one or more essential ground installations missing; Class Two (Red Star): Serious Deficient, several shortcomings existing or deficient to·:the extent that safety is seriously impaired; Class Three (Black Star): Critically Deficient, safety critically impaired to the extent that IFALPA has to impose operational restrictions or take appropriate other steps.

After review of the current conditions six Black Star airports could be upgraded. Five of them to Class Two, one (Rhodes/ Greece) even removed from the list in toto. At the moment 26 airports are considered critically deficient and it is seriously hoped that appropriate steps will be taken by the Competent Authorities to bring them up to international safety standards without delay.

Committee 8 (Medical, Personnel Training, Security) among others tackled the questions of a single Professional Pilots License for Commercial Air Transport and the Definition of Crew Member for licensing purposes. Under the most important heading "Security" subjects like security training, debriefing of hijacked crews, security checks, intervention by ground forces in case of hijacking and the implementation of common security standards at regional level were discussed.

Committee C (Airworthiness, Aerodrome Ground Aids, Operations and All Weather Operations) studied among others the effects of Low Level Turbulence and Wind Shears; the certification of Automatic Flight Control and Landing Systems as well as the Automatic Take-off Thrust Control Systems. It further considered present Aerodrome Ground Aids such as VASIS, Approach Lighting, High-Speed Taxiways, Rescue and Fire Fighting, etc., with a view to improve safety and increase aerodrome capacity.

The standardisation of Approach Lighting Systems was considered desirable as there are at present seven different systems in use. With a view to reduce the response time of fire fighting

crews from 3 to 2 minutes it was considered essential that Rescue and Fire Fighting equipment at aerodromes should be modernized and maintained by National Authorities.

On the All Weather Operations side take-off and landing clearances, operationally preferred ILS glide path angles and non precision approach profiles were debated.

With regard to the first item "Clearances" it was felt that air traffic control aspects as brought forward during committee session by an ATC expert were not adequately covered in the working paper. It was therefore decided that the matter should be referred back to the appropriate IFALPA Study Groups for further study.

A glide path angle of 3 degrees instead of the 2.5 ° was considered acceptable as a contribution towards noise abatement.

For the same reason the Low Drag/Low Power Approach as introduced by LUFTHANSA was fully endorsed; whereas segment approaches containing two different glide path angles were rejected.

Committee E (Rules of the Air, ATC, Communications) reviewed all current separation standards, the establishment and naming of SIDs/STARs, assignment of cruising levels, operational range and altitude of NAVAIDS, R/T phraseologies and procedures, the misuse of international emergency frequencies and the determination of the need for air traffic services.

Worth to note the IFALPA policy on SIDs/STARs: "An aircraft allocated a SID or STAR should not be subjected to radar vectoring, unless the SID or STAR is specifically cancelled."

On the topic of R/T phraseologies and procedures a rather lively discussion and exchange of views took place. Amazing how certain standard phrases are interpreted by different pilots. It became obvious that, at present, there is ample space for misunderstandings, and exactly this should be avoided. Standard terms are to be found that leave no room for misinterpretation.

Here again appropriate ATC aspects and requirements had to be incorporated. It became apparent that adequate changes to the present R/T procedures can only be tabled to ICAO after thorough coordination between IFALPA and IFATCA. Another noteworthy IFALPA policy statement was renewed and thus will stay effective: "When the normal ATC System of the region is not available, all commercial flying within- the limits thereof should cease. Operations should remain suspended until such time as the Principal Officers have satisfied themselves that flying within the affected region can safely be resumed."

Committee F (Membership, Constitutional Amendments, Administration and Finance) was a relatively easy committee. It was the consensus of this committee that the pilots associations of Nigeria, SNPVAC Portugal and the USSR be expelled from IFALPA. In the case of the USSR, however, the expulsion was postponed for 30 days as there were indications that the outstanding dues were to be paid within that time. Should the money not be received within 30 days, the expulsion to become effective.

IFATCA members might wish to note how much money the IFALPA 1979 Budget provides for agreed activities. In the respectable sum of £ 322,392.- English Pounds Sterling the costs for running the full time Secretariat in the recently purchased Interpilot House, London, and such for the permanent office of the IFALPA Liaison Officer to ICAO located in the ICAO House, Montreal, are included. IFATCA unfortunately will have to go a long way before being able to provide for such premises.

Although most pilots are in a better position to pay higher dues, controllers the world over should face the fact that the higher the financial input, the better and more effectively will be the Federation's output in achieving its aims and objectives.

IFALPA Honours Active Members From the many enjoyable social events that form part and parcel of each international gathering of that kind, the IFALPA Awards Dinner in the Castle of Mainz was the most impressive one. The historic and beautifully decorated Festival Hall of the castle was an appropriate stage for IFALPA President Pearce to

IFATCA was represented at the IFALPA Congress (from right to left) by Past President J-D Monin and President H H Henschler (then V. P. Professional). H. Guddat, the Managing Editor, attended this Meeting in his new capacity as an ATS expert of the German Air Navigation Services Offices (BFS), International Affairs Section, Frankfurt.

discharge a special duty with pride and well-chosen words. On behalf of the membership he presented Scrolls of Merit to Capt.

H. Hopkins, Capt. W. Jennes, Capt. G. Laing and Capt. M. Morss for their outstanding contributions and for representing with distinction IFALPA's interests on many occasions. Among the organisations with whom contacts were maintained and recognised were IATA, ICAO and IFATCA. The ultimate event of the evening was the presentation of the Clarence Sayen Award to Capt. James O'Grady, who served the Federation since March 1967. First as a Vice-President and from 1973 to 1977 as its dedicated President. Capt. O'Grady received standing applause for his recipient speech on the occasion, which reflected his true motivation and professionalism.

IFALPA to Continue the Struggle Before the Conference came to a close the new Officers were elected, respectively confirmed in their offices and a plea was made not only to elect them, but also to support them. This is only too true and goes for every professional organisation. We in IFATCA in many ways are facing the same situation. Lack of support and cooperation, weak coordination and little interest in the work that has to be done to improve the conditions that cause so much trouble and dissatisfaction among our membership, are major handicaps to the progress your Officers and representatives would like to realize. There is a dedicated and motivated handful! of individuals using their spare time to take up your case, to fight for something you would like to see changed to the better. And what are you willing to contribute?

Attend professional meetings like IFALPA or IFATCA Annual Conferences. "You will see and appreciate the educational value of the Federation", as the acting President of the Host Association, Cockpit e.V. Germany, Capt. V. Jauemig, phrased it in his closing address. You will recognize the organisation of the conference, the work in committees, learn how to formulate views, discuss draft policy, arrive at and realize such policy. You will watch that democratic procedures are guarded and executed to the benefit of the Federation. It will make you proud and content that you have participated and given your share to the progress we all would like to see, short term or long term.

In the year ahead IFALPA has to discharge a heavy work programme and it is certain that when the next Annual Conference is up, a big amount of working papers will be on the table again for consideration, discussion and solution. The 34th Annual IFALPA Conference will take place in Amsterdam from 15 to 20 March 1979 and will be hosted by the Dutch Air Line Pilots Association, who then will be in its 50th Anniversary Year. Good reason for IFATCA to show the flag again. tee 19

Middle East Civil Aviation Conference (MECACON)*

Airports' Lag Slows Arab Carriers Amman, Jordan - Arab scheduled airlines are expected to capture 7 0/o of the total international air travel market this year, but continued expansion at an anticipated 15 0/o annually could be thwarted by political foot-dragging in the development of airways and airports throughout the Middle East.

Many Arab states refuse to establish the close cooperation necessary to implement standardized systems for such basic needs as technical training, air traffic control and communications.

Political independence among many Middle East nations, hesitancy in governmental grants of funds for airport and navigation fa9ilities and a hodgepodge of differing flight regulations contribute to the tardy installation or application of those ground functions necessary to support the approximate 200 jet transports operated by Arab carriers.

Several airports in this area have attained high performance standards. Bahrain ranks among the best in comparison to West Europe facilities. Jidda, in Saudi Arabia, each year handles the equivalent of "Berlin airlift traffic."

But there is at least one airport in the region which has no radar. Flight Information Regions (FIR) often refuse to communicate with one another because of political conflicts between nations. There are no cross FIR communications between Greece and Turkey as well as between the two sides of divided Cyprus.

The need for single sideband communications is apparent throughout the Arab world. Some countries use the U. S. system for flight regulations. British and French systems have been adopted in others, while, in a few cases, combinations of two of the three are in effect.

The broad scale of problems facing Arab carriers were set forth in discussions by Amer Sharif, assistant secretary general of the Arab Air Carriers Organization, and R. Richard Shaw, assistant director-general-technical of the International Air Transport Assn. (IATA). Their views were made known during the opening session of the Middle East Civil Aviation Conference (MECACON).

Sharif, through his organization, has devoted much energy in attempting to urge the Arab nations to find some common meeting ground in the field of civil aviation. He cited these steps as primary moves in attaining some cooperation in flight operations: Simulators. Sharif estimates that there are only two simulators in full operation in this area. He added, "at least 10 can be justified;" He suggested that such a goal could be reached through a system of joint ownership, which would require about a 10 0/o sharing for funding by participating nations.

Air Academy. Sharif called for funding cooperation in the formation of a training center that would reduce the cost of sending personnel abroad for training and then competing with Western nations in getting them back as pilots or aeronautical engineers.

Flight Regulations. He proposed the establishment of a center that would study and evaluate different methods of flight regulations as a first step toward standardization among Arab nations.

Pilots. Sharif believes there is a need for an organization of airline pilots to present managements with an overall picture of flight operation problems throughout the Middle East.

Shaw also discussed the training problem. He estimated that, of the approximate 100,000 people trained at the International

*) IFATCA was represented at MECACON 77 by Lefteris loannou, Regional Councillor, Middle East.

20

Civil Aviation Organization (ICAO) over the past live years, only about 10 0/o are still working with the airlines. The balance has moved to "more lucrative jobs."

Reason is that a specialist maintaining ILS equipment, for example, in many nations is categorized as "mechanic" only, making him no higher in grade than one whose sole job is changing aircraft tires. He added that many air traffic controllers are paid "clerical" wages, and generally must take on a second job to meet financial needs.

Sharif deplored the lack of communications in meteorology.

He charged that there are critical gaps in weather details. Reports from Africa, he said, are particularly erratic.

Not all airports have weather radar. Some are not equipped to receive data from weather satellites. Gathering enroute information by pilots is not always possible and, on occasion, the only weather reports that an airport receives is that from a pilot on the final leg of his trip.

Little or no information on weather is available between Damascus and the Persian Gulf. Beirut maintains inadequate pointto-point communications with Cairo, Damascus and Nicosia. Abu Dhabi and Dubai depend on Bahrain for their direct communications on flight conditions.

Lack of equipment, trained staff and properly operated telecommunication facilities are the chief reasons behind these problems, according to Sharif. Some airport authorities believe that information fed from the air by highly qualified pilots compensates for inefficiencies on the ground.

A major factor in these deficiencies is a lack of financing.

Governments have been willing to dole out substantial funds for the purchase of new aircraft. But airports and airways hold a low priority in many Arab lands in the allocation of budget money.

Politically, it is wiser for a government to provide housing, roads and automobiles to the man-on-the-street than to make expenditures for airports which the latter rarely uses. With the airplane, the problem is different. An airline helps create a national image.

As one Arab airline spokesman commented here, "In the past, heads of state expressed displeasure by expelling ambassadors.

Now they first expel the airline sales manager. We have become the forefront of diplomatic action."

It would appear, however, that firing of airline sales managers at this point is not justified, although traffic growth is sometimes subjected to steep fluctuations. In a recent year, Gulf Air attained a 1,000 0/oincrease in passenger traffic. Last year, that rate dipped to 15 0/o compared with 1975.

According to the latest statistics available here, Alia, the Royal Jordanian Airline, reported a passenger traffic increase of 81 0/o compared with the previous year. Saudi has reported a steady annual rise in traffic of about 33 0/o.

In the entire Middle East area, lranair is generating record traffic boosts, but is also showing real strength in cargo movements.

In 1975, volume of air cargo handled by the Persian airline rose almost 90 0/o over the previous year.

(Laurence Doty in Aviation Week & Space Technology)

■

It is said that accidents only happen to the other guy, and that may be true, just consider: to the fellow next to you, YOU are the other guy!

International Law. XVI

The Law of the Air (3) We saw in the last article the flaws which had still to be repaired in the Law of the Air because of the problems relating to the Paris Convention of 1919 and we saw also that the difficulties had been recognised. The Chicago Civil Aviation Agreements of 1944 should therefore have opened new doors and permitted a much more realistic law in the true International sense.

The Chicago Convention We have already looked at the International Civil Aviation Organisation and now we must examine the problems which that Organisation must face resulting from developments from 1944 onwards. Even then when the signatories were mostly allies in a common cause narrow nationalism started to show through again. The Conference convened in Chicago in November 1944 was unable to take into account the inter-play of freedom of passage by air and other aspects of international aerial navigation and the Chicago agreements were comparative failures in that they did not carry out the much-needed changes to improve the state of affairs left in the wake of the 1919 Convention. This is particularly so of Articles 17-21 of the Chicago Convention on rules for nationality and registration of aircraft since the door was practically closed to the idea of aircraft owned and operated by International bodies or companies. Nevertheless some little power of decision on this aspect was left to the Council of ICAO. The problem of cabotage was not satisfactorily resolved except that some abuses could be prevented by banning the grant of exclusive privileges to one State. The abusive use of restricted airspace was in fact extended since the Paris Convention allowed restriction for "military reasons" while the Chicago Convention permitted restriction of airspace "for reasons of military necessity or public safety". These areas must be of reasonable extent and location so as not to interfere unnecessarily with air navigation, and prohibitions and restrictions were to apply uniformly to the aircraft of other States. But when the Flight Information Regions were set up, the States were only too ready to think of these as national airspace and illegally hundreds of danger areas sprouted up outside national airspace, that is to say over international waters. The bigger the power, the. more restricted airspace it appeared to require, and the traffic of small States is still to this day forced to keep clear. Direct routes are often impossible and ICAO seems to be fighting an uphill battle to put these matters in order. IFATCA at the Nicosia Conference in 1977 resolved to draw the attention of ICAO to this very problem of illegality in the airspace. Again Article 5 of the Chicago Convention provided that no prior authorisation shall be required either for transit or for landing for non-traffic purposes. Now the words "innocent passage" have disappeared. How many times has the average controller had to wait for prior authorisation for such flights during his career? International Law is still not being applied. Of course the States are hiding behind the fact that landing for non-traffic purposes is accompanied by the proviso that such aircraft for the purposes of taking on or discharging passengers, cargo or mail are subject to the right of any State to impose such regulations, conditions or limitations as it may consider desirable. And we know only too well that many States consider such limitations always desirable.

The Chicago Convention unlike the Paris Convention on the other hand had the great advantage of being signed by many more States so that there was at least a very wide basis for standardisation on an International scale. For us the most important standardisation is the Rules of the Air which we shall look

by E. McCluskey

at in more detail in a future article since the application of the Rules of the Air must be tied to the vexed question of the Legal Liability of the Controller on which subject both ICAO and the States have always been noticeably quiet. We shall also be looking at that time at what IFATCA is doing to break this silence.

The Five Freedoms We see therefore that some improvements are becoming possible among the States but we see also that old outdated ideas are still entrenched. What then of the airlines? At the same time the States were drawing up the International Air Transport Agreement popularly known as the five freedoms agreement. The agreement was immediately necessary to fill the obvious gaps left by the Chicago Convention. The agreement provided for five freedoms for scheduled international services. The first was the right to fly across a State without landing. The second the privilege to land for non-traffic purposes. Then there was the privilege of putting down passengers, mail and freight taken on in the home State eg. a British aircraft landing in France with passengers taken on in London. The fourth freedom was that of taking on passengers, cargo and mail for the home State eg. a Canadian aircraft taking on passengers in New York bound for Canada. These were all relatively easily accepted. The biggest problem arose from the fifth freedom which is the privilege of taking on cargo, passengers or mail destined for any State from any State eg. an Egyptian aircraft flying from Ghana to Nigeria. These five freedoms plus the setting up of airlines under the control of International bodies were the ideals sought after by pre-war jurists. Politicians were unlikely ever to accept such a free market and the inevitable and somewhat chaotic compromises had to be reached. Firstly, the third, fourth and fifth freedoms were limited to through services on routes which could be reasonably considered in a direct line from and to the home State. Article 3 of the Agreement provided that a State which offers the privilege of landing for non-traffic purposes can require the airlines to offer reasonable commercial services at the point of landing. A reasonable direct line might be a Scandinavian aircraft routeing through the United Kingdom towards the United States. But all was not well. Nineteen States signed the original agreement. The United Kingdom did not accept, among other States which were ideally placed for this type of transit. Again as after the Paris Convention the States resorted to bi-lateral agreements. The main sponsor of the International Air Transport Agreement was the United States. Consistently they had championed the principle of freedom of international navigation but they would not accept the principle of regulation by an International authority. However as we already saw in a previous article this was a complete reversal of pre-war policy for the USA. In 1946, the USA and the UK signed a bi-lateral agreement which has been renewed several times, including the most recent renewal during the legal wrangles over landing rights for Concorde at New York. It was obvious by 1946 that little progress was being made with the general introduction of the five freedoms and several countries including the United States and China (the Nationalist Government) withdrew from the agreement. The United States had advocated free competition but Australia and New Zealand, possibly fearful of a return to the pre-war stalemate in the Pacific, sought to introduce international airlines with full international control of scheduling etc. and the introduction of modern air traffic control by putting airways under the direct executive control of international centres manned on an international basis. To them this seemed the only method of ensuring complete fair play and experience where such centres have been set up has shown that they were possibly 21

correct, although no real international airline other than Scandinavian Airlines and East African Airways really made any impact, and it is only recently with pooling of services and grouping of charter companies that we see that the idea of international policy still makes sense.

No Compromise It was Canada which sought out the compromise which consisted of the concession of the first four freedoms but with the scheduling of airlines under the control of an International Board of Directors acting as the executive power of an International Air Assembly. Airlines were to be allowed to increase frequency of services only if they could prove that over a long period they had more than a 65 per cent load factor. Their services were to be cut back if they fell below 40 per cent. The United Kingdom produced a plan which was similar to the Canadian one, but which followed Australia and New Zealand on the absolute need for international air traffic control centres; but it went further in requiring international testing for all licenses and the giving of judicial powers to ICAO. Recent events have proved how much these States have all turned their backs on such far sighted International policy in aviation. So no compromise was reached with this way of thinking.

What followed was the International Air Service Transit Agreement known as the TWO freedoms agreement. This covered transit of territories and landing for non-traffic purposes limited to refuelling and repairs. This was signed by thirty three States including the main transit States but with the notable exceptions of Australia, China, Brazil and the USSR the last of which did not participate in the Conference. Nevertheless ICAO did receive some judicial power to deal with complaints. Similar powers were eventually evolved for shipping in the Geneva Conference on Rules at Sea. So now we see a little of aviation law supplementing the law of the sea.

Deadlock - What Now? Again the States had come to a situation of quasi deadlock.

However the Chicago Convention did eventually come into force with all its foreseen faults and ICAO was set up in 1947. IATA was also set up which gave the appearance of International control, but which in effect was to prove, from its requirements of unanimity among the airlines, to be less effective than the international bodies foreseen by more farsighted jurists and economists. So many problems had not been resolved and the States were shortly going to be forced to look at other problems such as updating the rather outdated Warsaw Convention and the need to combat hi-jacking. These new ventures will be the subject of the next article. We leave the controllers' place in day to day International Law aside until a later date but we cannot leave this article without recording the obvious failure of the development of the law so far as we have gone. Aviation and radio more than any other facets of modern life show up only too clearly the interdependence of ALL States. This can only be recognised legally if States sacrifice some of their sovereignty. This does not mean only permitting freedom of transit but it means also giving up some of the control of aviation policy by national authorities who in many cases lack any sense of internationalism, especially where the airlines and controllers who do have this sense of international relationships are not permitted to give their expertise to these administrations. International administrations are a necessity. This means more power must be given to ICAO and more especially at regional level. There must be unbiassed international control of airline scheduling, of airworthiness, of personnel licensing and in certain cases even international control of airways from international centres. Without these ideals, freedom of transit may mean disregard of legitimate economic interests of the States which grant such freedom, and unchecked economic supremacy of other States. Only by extending international powers in International organisations can the true rights of civil 22

air transport be carefully and justly studied against the true background of the need for military security. Whereas the States still refuse ideals on the grounds of national sovereignty we shall see that their attitude is inconsistent since with the launching of Sputnik 1 the whole question of the limits of national airspace was once more thrown wide open. "In aviation there is no excuse for nationalism, not even a scientific one".

■ For further study: - Comparison of the Chicago Agreements with the Conventions of Paris and Havana, Latchford, Department of State Bulletin 258, 12 (1945); The Right to Fly, Cooper; White Paper (Cmd 6561) 1944 Hansard; Convention on International Civil Aviation, ICAO; Oppenheim's International Law Vol 1 Part II Chap 1 Page 517-529; Public International Air Transportation Law in a new Era, Wassenbergh, Kluwer.

Arab World Travel Exchange '78 Exhibition The purpose of Arab World Travel Exchange '78, held at the UNESCO Building, Beirut, was to create opportunities for business to be generated to, within and from countries throughout the Arab World.

The event, from 17th to 21st May 1978, the first to be held in the Arab World, had the form of a 5 day exhibition and run concurrently with three day events as follows: - The General Assemblies of the Arab Tourism Union and The Federation of Arab Travel Agents Association. In addition there was an International Seminar "The Future of Arab Tourism".

Invitations to participate were extended to a wide spectrum of association and corporation executives, in addition to representatives from the travel trade in order to create opportunities for both buyers and sellers.

Beirut has been selected as the location for the first International Exhibition for the Travel, Conference and Tourist Industries of the Arab World.

While many of the world's trade and tourist markets have been depressed in the wake of the recession, traffic to the Arab Countries has been positively booming.

The industry recognises the unique selling opportunities which the Exchange will create, as the event will cover the entire spectrum of travel oportunities in the Arab World. Travel organisations were enabled to promote their products to an audience of leading International travel wholesalers who are responsible for planning business travel and tourist activities.

Additionally, the industry was able to get together in one place, to up-date knowledge and exchange ideas.

The rapid growth of tourism and business travel to and from the Arab World made the timing of Arab World Travel Exchange '78 ideal.

The Exhibition was presented in Beirut which is not only actively re-developing as a leading business centre of the Arab World, but is an expanding focus of commercial activity. It is situated at the 'crossroads' of the World, offering excellent communications to Europe, Middle East, Americas and SouthEast Asia.

The Exhibition was held in the UNESCO Building, situated in Central Beirut. The UNESCO Building, incorporating Exhibition Hall and Conference Hall, compares with convention centres of Europe and the United States.

Arab World Travel Exchange '78 was organised by Fairs & Exhibitions Limited of London. This Company is a highly experienced organiser of international exhibitions and in the last 19 years has been responsible for major successes in Bucharest, Dubai, Dublin, lzmire, Karachi, London, Moscow, New Delhi, Peking, Prague, Warsaw and Zagreb.

The International Seminar was organised by International Conference Promotions Ltd., of London.

*

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23

Air Traffic Control

The Lady Controller in the Tower seemed to be distracted from her duties while some charming boys were having a look at the modern control tower. When no visitors are around some 500 movements are handled per day.

Mr. Petersen (center), in charge of the radar simulator, explained the set up and capabilities of the simulator. Here all Danish controller recruits are trained. Unfortunately this most functional equipment and the capacity of this facility are not fully used at the present.

24

in Copenhagen ~

... ,..

·r r r r ! l.

.

LL L LL ~

•

The Chief of ATS Copenhagen, Mr. Christiansen, welcomed some 70 delegates from various countries, who were keen to see the Copenhagen ATC and airport facilities while staying in Denmark for the 17th Annual IFATCA Conference.

Mr. Jorgensen, Chief of APP/ACC, gave detailed information on the ATC system and procedures, and guided the group through the highly sophisticated and modern equipped Copenhagen ACC. This Centre provides for integrated Civil/ military ATS and impressed the delegates with its most appropriate layout, facilities, environmental finish and controller's comfort.

The pilot positions of the radar simulator. Five such positions are provided, each pilot is able to handle up to 15 aircraft at the same time.

25

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SELENIA IS EXPERIENCE IN AIR TRAFFIC CONTROL 26

From The I LO Desk Civil Aviation - a Vulnerable Giant Workers in civil aviation - over a million of them world-wide ranging from the pilots up front to the cabin crews and less glamorous but essential ground staff, are worried.

Their sophisticated industry is growing steadily, but it is working on profit margins so slender as to arouse apprehensions about employment. While the total of passengers carried by scheduled air services jumped from 515 million in 1974 to 580 million in 1976 and while passenger kilometres flown by these airlines multiplied from 460,000 million in 1970 to 765,000 million six years later, the net profits have been falling and hit a low of 0.1 per cent of operating revenue in 1974. Despite signs that the industry is recovering from the recession, it is reported that profit margins are still slim.

To the health hazards and dangers of working with aircraft has been added the dimension of vulnerability to economic fluctuation and all the stress that this places on industrial relations.

The impact of all the new conditions on the life and work of air transport workers was discussed at a Tripartite Technical Meeting for Civil Aviation held at ILO headquarters recently and attended by 250 delegates from 26 countries.

Hi-jackings

Air piracy - a phenomenon unheard of 20 years ago - was recognised to be the most serious threat to the security of the civil aviation industry today. Flying has become one of the safest ways to travel: passengers fatality per 100 million kilometres of scheduled air service fell to 0.08 in 1975, down from 0.44 in 1966.

But the world's air carriers are highly vulnerable to the escalating hi-jacking attempts which since 1969 have reached a total of 392 including the 28 armed attacks carried out in 1977.

This danger of terrorist action adds to the occupational hazards of airline workers whose job security is already threatened by the repercussions of the economic recession of the early 1970s and the frequent restructuring, reorganisation and re-equipment necessary for the industry to keep pace with rapid technological change.

New developments also carry serious health and accident risks particularly for flight crews in transmeridian air travel, with its jet-lag fatigue and stress which may harm efficiency on the job.

The increasing use of certain chemical products, the transport of dangerous cargo, exposure to excessive noise, vibration and air pollution and long, irregular working hours are among occupational hazards which especially affect ground personnel. Because of the demanding nature of their work, it is claimed that air traffic controllers particularly suffer from stress and nervous fatigue.

Impact on workers

Deploring the failure of several states to ratify the conventions of Tokyo, The Hague and Montreal concerning air piracy, the meeting emphasised that acts of terrorism against civil aviation have serious effects on conditions of work and safety of the industry's workers, as well as endangering the travelling public, and urged full support of the measures taken against air piracy by the United Nations and the International Civil Aviation Organisation.

Close collaboration between employers, workers and the public authorities is essential for the protection of workers' health and safety and the improvement of working conditions and environment, was one of the conclusions reached by the delegates.

They also pointed out that well-developed training systems are especially essential to job security in the civil aviation industry and suggested several measures which could be taken in case

employment security is threatened for economic, technological or organisational reasons.

Limitations imposed by some countries on the exercise of trade union rights by civil aviation workers was brought to the attention of the meeting which urged the international community to ensure that obligations under relevant ILO conventions are complied with.

A special plea was made by a trade union official on behalf of the air traffic controllers during the week-long meeting. He emphasised that in some countries, air traffic controllers were forced to work long hours for inadequate wages.

A meeting of experts devoted exclusively to the problems of air traffic controllers and their conditions of work is scheduled to be held by the ILO during the 1978-79 biennium.

■ ILO Information 1/78

United Airlines to have Biggest DC-10 Fleet United Airlines will order five McDonnell Douglas DC-10 Series 10 aircraft at an approximate total purchase price of $ 170 million for delivery between December 1979 and March 1980.

Richard J. Ferris, United's President and Chief Executive Officer, told the Annual Meeting of UAL, Inc. shareholders (United's parent Corporation) the airline will also take options for 10 additional DC-10s for delivery in 1981-83.

Ferris said purchase of the first five aircraft and related spare engines and parts is subject to a final contract with McDonnell Douglas. Cash on hand and internally generated funds from earnings and depreciation are sufficient to finance the purchase.

The new DC-10s will be used to replace some currently operated DC-8-50 and DC-8-62 type aircraft on a one-for-one basis.

The DC-10s will have about 260 seats.

Ferris said the new planes meet all federal noise standards and are more economical and fuel efficient than the older fourengine aircraft they will replace.

"On an average route the DC-10s will be 35 per cent more fuel efficient per seat than the models being replaced," Ferris said. "On a full flight from Chicago to San Francisco for example, the fuel cost will be almost $ 8.00 less per passenger."

The new DC-10s will have performance identical to the 37 DC-10s currently in United's fleet. Each one will be powered by three General Electric CF 6-6D engines with 39,600 pounds of take-off thrust and have a range of 3200 statute miles adequate for transcontinental or west coast - Hawaii routings.

McDonnell Douglas News

* Cargolux Orders 747 Cargolux Airlines lnternational's recent order of a Boeing 747-200F freighter brings to five the number of carriers to purchase an advanced JT9D-70A-powered aircraft.

Cargolux, the leading air freight operator of Luxembourg, also purchased a spare JT9D-70A engine, rated at 53,000 pounds of thrust and featuring lower fuel consumption than previous JT9D models. The Cargolux 747-200F is Boeing's third all-freighter sold with an advanced P&WA engine.

Delivery of the 747-200F is scheduled for February, 1979. The spare JT9D-70A engine will be delivered in December 1978.

Other airlines that have ordered JT9D-70A-powered aircraft include Seaboard World, Air Madagascar, Japan Air Lines and Scandinavian Airlines System.

Cargolux presently operates a fleet of seven freighters, including four McDonnell Douglas DC-8-63CFs powered by JT3D engines. The airline has routes from Luxembourg to the Orient including Hong Kong and Bangkok.

United Technologies News 27

■

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News From The Federation Report of Visit to Brazil, Argentine and Uruguay by the President and V.P. Administration, 8th.-18th. Nov. 1977 This visit to the Member Associations in South America was made primarily as a follow-up to the visit made by the President in 1974 to Argentine and Uruguay, with the addition on this occasion to meet our new friends, the members in Brazil.

This report will be concerned chiefly with the human and professional aspects of the Controllers' life in these respective countries. Technical details will be necessarily brief for within the programme arranged, units visited and interviews made - with the necessary translation time - it was impossible to collect large quantities of technical data. However, it is hoped that this will not be lost, for the major units visited, the ATC Centres Brasilia and Buenos Aires, and the ATC Schools in both countries, were all requested and indeed promised to forward articles for inclusion in future issues of THE CONTROLLER journal.

The time available to us was ten days, this necessitated 18 jet flights varying from one to ten hours, many hundreds of kilometers by road, hours of tonsil tiring discussions and conversations, and an average daily sleep of four hours!

Brasilia Following 37 hours of travel from our respective homes we arrived at Brasilia Airport to be welcomed by a committee led by President Hugo Barbosa, Consultant Lawyer/Controller Jose A. Paulino, Treasurer Ruben S. Coelino and Public Relations Officer Luiz Brasilience. This pleasant reception was followed by a Brazilian "rest" - 55 minutes, before starting an extensive programme with a visit to the Association office to meet all the Executive and available members, and discuss the three day schedule.

Prior to visiting the operations room at the Centre we were kindly received by Col/Pilot Celestino, the Operational Director and Major/Pilot Belchior, the Deputy Ops. Director. Our talks covered an introduction to the Centre, the Civil/Military integration and future developments. At the present time there are 70 % Military Controllers to 30 % Civil, but the present training programme will reverse this within the next two years.

The Brasilia Centre is sub-divided into 14 Sectors and the training programme is geared to specialisation on one or two sectors. Approximately one third of Brazil airspace is radar covered and total IFR movements are 800 per day; the Radar types are L.P. 23, T. A. 10 and Volax 3, and all relevant data fed to the sectors via the computor. The most busy Sector is that of RIO, for apart from the number of routes directly overhead the terminal area has considerable landing and departing traffic peaks, for instance the late evening eastbound oceanic traffic.

The Controllers are subject to annual proficiency checks, and should they be involved in any Air-miss, penalties are strict with possible suspension and loss of pay. Salaries, basic when trained 4670 Cruzeiros, Radar validation brings 30 % increase on basic and annual increments bring the top salary to 8000 Cruzeiros.

Training pay is 70 % of basic. (1 Cruzeiro = 0.15 SFR.) There are additional benefits, transportation to and from duty is free, meals free whilst on duty during morning and afternoon watches, and accommodation costs vary from free to 10 % of salary.

The days visit to CINDATCA - the combined civil and military integrated Centre - concluded with further general discussions with the Operational Directors regarding their equipment, (mainly supplied by Thomson CSF), the ATC system and comparisons with our own national methods.

Late into the evening we had a long chat with the BATCA President and Treasurer on IFATCA affairs and general professional items. The Controllers' salaries are never higher than the

The Integrated Military/Civil

ATC Centre of CINDACTA, Brasilia.

Air Force NCO grade, and civil Controllers are confined to the working grade with all supervisory and higher posts being Military.

A small comparison was made of the time necessary to be worked to purchase several items basic to family needs, as an instance say a "jacket", U.K. value£ 20, to purchase this in Switzerland a Controller needs to work approximately 5 hours, in U.K. 8 hours, but in Brazil 5 days.

The morning of Thursday 10th was devoted to further talks with the Association Executive and members particularly in relation to Annual Conference, Regional Council proposals and finance payments. It must not be forgotten that their membership of IFATCA only dates back to the Cyprus Conference, and they were most anxious to learn as much about the Federation as possible in the time available.

From 1400 to 1630 hrs. a forum was held in the CINDATCA lecture theatre, Press, Management and off-duty staff were invited; general introduction was given by Jose Paulino on behalf of the Association. He was followed by Lieutenant Portela, I/C Training and Special ATC Facilities, who gave a description of the ATC coverage sector by sector, including procedures, communications facilities and Radar coverage all illustrated by slides.

The Centre's "English" teacher acted as interpreter and President J. D. Monin commenced the Federation input with an explanation of the Aims and Objects of IFATCA, a brief history and general information of present Federation activities. The V.P. Admin's task was to explain how the Federation works, the make up of the Executive Board, the Standing Committees with their work programmes and countries involved; the various Regions,

In front of the CINDACTA Building in Brasilia from right to left: Ted Bradshaw (IFATCA V-P. Admin.), Hugo Barbosa (President ATCA Brazil), Jose A. Paulino (Consultant Lawyer/Controller and Secretary, ATCA Brazil), J-0.

Monin (IFATCA Past President), following are two Brazilian controllers, then Ruben S. Coelino (Treasurer ATCA Brazil) and another two Brazilian colleagues whose names unfortunately were not recorded.

29

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30

their coverage and reasons for the Regional programme, and our co-operation with our Corporate Members and other international organisations. Our President returned to the rostrum to urge the Administration to introduce the Familiarisation flight scheme as soon as possible, and went on to describe the present IFATCA policies and activities throughout the world.

The afternoon proceedings were brought to a close by Mr. Paulino introducing Major Belchior who asked questions of us on behalf of the audience, the particular emphasis was on the Federation attitude and reasons for the A TC strikes/works to rules etc. that have occured in Europe during the past summer. In countries where strike action is forbidden and salaries extremely low, some of our European actions require a great deal of explanation.

Sao Paulo No respite - up at 0515 for flight to Sao Paulo, unfortunately as the early departure was fully booked, our free flight by TransBrazil was made at 1200 hrs. with arrival Sao Paulo (Domestic Airport) at 1320. This airport is situated in the middle of the city (8 million inhabitants) on a flattened hilltop, the Tower on three sides views the apron and airfield whilst on the rear side looks downwards onto an extremely busy road through the city. The airport has a very high movement rate, and viewing the take-off path both from the apron and well below the airfield in the city when we left in the evening for Rio it was not only my fingers which were crossed for good luck.

Some 45 kilometers from Sao Paulo is situated the Air Force technical centre and ATC School where both civil and military personnel are trained on combined courses. Excellent facilities and equipment were available, Link Trainer, aerodrome and approach room with visual and electronic aids, Radar simulation with all the automated backup as in the ACC. Trainee Controllers are given additional pilot appreciation courses by a number of "desk top" aircraft cockpit simulators capable of IFR flight, each unit is capable of a separate programme that is put into operation by the input of a cassette tape recording, the pupil carries out all the instructions fed to him by headset, his reactions are recorded and monitored by the instructor. Greater technical detail of the school will be provided later in an article promised by a member of the instructional staff.

Our late arrival reduced our visit time to about two hours, congested roads, full shuttle flights - Sao Paulo to Rio - made it impossible for us to visit the Sao Paulo Approach room, and to those Controllers who awaited us our regrets were relayed.

Finally we made Rio de Janeiro by 2200 hrs., with a bed still to find.

Buenos Aires Farewell Rio for the second time on Varig 916 for Buenos Aires, where we were kindly met by Secretary Felix Sotello and Treasurer Enrique Hayas. The original planned programme was not due to commence until Monday, so the extra day provided us with an opportunity to catch up on sleep in the approved horizontal position rather than in aircraft, car or airport seat.

However time was not lost and through to Monday noon we were able to discuss with General Secretary Luis M. Dominguez, the Executive, and members able to be present, items affecting the Association and the approaches to be made during arranged visits to the various authorities.

From the outset, it was obvious that our task in the Argentine was of a totally different nature to all I have experienced during my visits for IFATCA, because of the prevailing situation in that country.

Since the military take-over, all elected civil heads of the Unions have been replaced by military personel, and in the case of the C.G.T. (General Working Confederation) our discussions were with Commodore Porcille, the government representative with this particular trade group. Fortunately at present ATEPSA has no direct military intervention, but relations with the military

representative are such that though discussions take place there are seldom any solutions.

We endeavoured to explain the aims of ATEPSA, their role in IFATCA, together with the work of the Federation worldwide, and our basic objective - the recognition of our profession and its rightful status in the aviation world. On behalf of the Association we explained the difficulties due to lack of trained personnel both Controllers and technicians, which affect leave, working hours, and the extremely low salaries, - these are equivalent to 100 Dollars per month in an economy with a present inflation rate of over 140 %.

We raised the outstanding problem of the 17 dismissed Controllers who held office in the Association in 1973/74, for though the case has been fought through the civil courts, and though the Supreme Court had ordered their re-instatement, the Air Force still will not recognise nor implement the normal civil justice of the country. This is a situation which many of us find difficult to comprehend, but all can be assured this is nothing compared to the suffering, the frustration and degredation experienced by these men.

Our President's questions regarding the Argentine participation at the ILO Meeting brought the response that this would be handled by the country·s representative in Geneva, - Controllers would not be able to attend. Though efforts were made to visit the Ministry of Labour during the afternoon we were unfortunately not granted an interview. Tuesday Morning we met with Commander in Chief Brigadier De Simone and his Deputy Brigadier Major Graffina, - Officers in charge of all ATC operations within the country. We pursued the same approach on all subjects as with the Trade Group Representative, and though the role of IFATCA was explained again, little in the way of solutions was offered. The authorities evasive tactics was to offer that, their first concern is to bring down the high inflation rate together with raising the standard of living of all the population, this attitude though commendable is somewhat frustrating when one is trying to deal with specific subjects. The IFATCA Regional programme, and the proposed ATEPSA participation was explained together with our Conference procedures, request for assistance and for travel was made and this was promised.

The whole interview was cordial and there was a frank exchange of viewpoints, and one thing for certain is that the Authorities are now aware that, through the medium of IFATCA's publications the Controllers of the world will be kept informed of the plight of their Argentine colleagues, and the Federation will assist them in every possible way. The afternoon brought an interview with Vicecommodoro R. 0. Etchegoyen, Commander of the Regions, responsible for ATC operations and the Area Control Centre. Prior to a tour of the Centre's facilities we were given a very explicit review of the Centre's coverage, staff and facilities by the units Technical Officer. Briefly, - Control staff numbers 120, with 19 on the busy day watch, 4 shifts per 24 hours, peak traffic occurs 0600-1200 and 1600-2400 hrs, each crew has a chief and two supervisors. The Controller is only permitted to work six hours per day, there is no possibilitiy of overtime to increase earnings unless qualified to give instructions in the ATC School in adjacent building. Those posts are obviously limited.

Hours per week are 36, the shift length of six hours has only one possible, though doubtful advantage, in that it permits time for the second occupation to augment the low salaries in order to combat the cost of living.

The ATC Centre has 4 FIR sectors and 1 UIR sector, the vertical split is up to/and above F.l. 200; there is good radar coverage and the highest traffic rate is in the Buenos Aires sector. The automation is provided by Vector 5000 computor, programmed by Olivetti, it has 96 line capability of which 58 are presently in use. The rest of the building houses the Equipment room, teleprinter section and data input section, all of which were visited.

During the closing discussions it was apparent that there was little knowledge of the Federation's technical capabilities and of 31

our Corporate Membership, these were fully explained and copy of our Technical Statements provided, offers of technical assistance were welcomed. Though some Controllers on operational duties were able by merit to earn additional salary by giving instructions, there are no Controllers employed in the "Operational Planning", and thereby denied facilities to answer IFATCA questionnaires fully. The Commodore was sympathetic and welcomed any technical input but emphasised that policy decisions were made by the Air Force, but in retort we stated that there are many planning stages where the Controllers knowledge and operational expertise could be used before the Policy decision stage was reached.

We transferred to the C.I.P.E. (Centro de lnstruccion Perfeccionamiento y Experimentacio de Aeronautica) School embracing ATC, Technical and Communications training. The facilities were excellent, much being provided by the ICAO assistance programme. A point worthy of mention is that every classroom, no matter what the subject was self-contained, in that the student received all instructions both theory and practical in the same room, thus eliminating time wasting room changes.

The C.I.P.E. provides a very wide variety of courses and to date personnel from some 21 Spanish and Portugese speaking countries have received instruction. Throughout the tour we provided the IFATCA Brochure translated into Spanish and thanks to the co-operation of the Commandant, foreign students will be provided with copies together with Federation contact addresses.

Visits to the national airline Managers was planned, but the only one to receive us was Mr. Rogelio Balado, Vice-President of Austral Lineas Aereas, a very warm welcome was afforded us and the exchange of information was useful to all. The Airline kindly provided transportation for our visit to Uruguay, a gesture sincerely appreciated.

Cordoba With flight kindly provided by Aerolineas Argentinas, Wednesday morning saw an early takeoff again, this time for Cordoba, one hour flying time, we were met and escorted throughout our short stay by three Controllers from the ATCC - Enrique Martinez, Efren Zapiold and Roberto Verd.

Our first engagement was to meet Commodoro Horacio Hunicken and his staff who explained the future development of the Airport to international standards, and the development of communications in the area, in return we gave the purpose of our visit to the country and the scope of the Federation's activities.

A very full programme had been arranged and to start, we had a new experience of being asked to inspect the building site of the new Terminal Building, construction details were given by the military technical Officers, and though in the very early stages of construction completion is scheduled for April 1978 in time for the World Cup football competitions.

Next followed a visit to the Communications Centre, VHF is used locally but because of the lack of relay stations, most of the communications both air to ground and point to point on the ground is by H/F. There is heavy congestion and interference on these frequencies, and efforts are being made to convert to single sideband and increase VHF relays.

The Cordoba Centre has three Sectors, 1. The TMA, airspace within 55 n.m. radius of the airport, this sector is fairly busy, it has co-ordination problems, done on VHF, and caused by the proximity of a military flying school at an adjacent airfield.

2. the FIR, and 3 the UIR, the split being vertical up to/and above F.L. 200, daily movements approximately 150 with peak hours of 30. Communications are the greatest problem, direct telephone lines are few, so most transfers of traffic are done by teleprinter, fortunately time is available because of the great distances involved of many routes, for instance to the north, the transfer point (boundary with Bolivia) is 1600 kms. The Supervisors desk is capable of taking over any sector or part of, should this become necessary for any reason.

32

Housed in the same building is the teleprinter section, teletype traffic is very extensive for all Flight Plans, traffic messages and transfers are done by this method. The Met. and NOTAM service is broadcast hourly.

The military authorities kindly provided transport and we enjoyed a couple of hours relaxation with a chance to see the countryside, the holiday resort of Carlos Paz beside the lake. On the side of this lake stands a plinth marking the geographical centre of Argentina.

Though we were to depart Buenos Aires for Montevideo, Uruguay at 1800 hrs, the intervening hours spent in ATEPSA office will never be forgotten by either Daniel or myself.

A special mention must be made of Felix Sotelo, his organisation was first class, he kindly drove us throughout the many appointments, and together with the city's many other drivers taught us a new philosophy on road traffic lights - the RED does not necessarily mean stop! Only that you do not have the same priority as GREEN.

Montevideo At 1800 hrs. in company with Joe Beder, Regional Councilor, who I have omitted to mention had been our interpreter throughout the week, we left for Montevideo, a forty minute flight across the River Plate estuary. Unfortunately our stay in Uruguay had to be short a little over 24 hours, necessary because our President had to visit Dr. Kotaite, ICAO, Montreal before returning to Geneva.

Uruguay ATC - or as a gentleman with 31 years service said - welcome back 25 years. Within the terminal building is the ATCC, Communications Centre, Met, Tower and Approach.

The Centre comprises two sectors, each handles all traffic within its area at all levels, the main route being Rio to Buenos Aires.

Communications-locally VHF, enroute on single side band H.F. and for co-ordination purposes there is a microwave link with Buenos Aires. The ATCC is housed in a single room approximately 7 metres by 9 metres, much of which is taken up with control desks, a teleprinter and chairs· et.c., 8 people were on duty in a temperature of over 30° C. - thank goodness air conditioning is at last being installed though switch on date is still someway ahead and summer about to begin. At the present time 50 % of the Centre staff are ladies, but they are excluded from Tower and Approach. The TMA is controlled from the Approach position and there are two small military airfields in the vicinity which require traffic co-ordination; the whole of Uruguay FIR is controlled airspace which assists with direct routing of traffic. Apparently there has been 100 % improvement in the conditions at the Centre since 1974, time must have been at a standstill prior to that; there is no Radar_in the country and many facilities and procedures are more suitable to the DC-3 age than the present family of jets. These poor environmental and operational conditions coupled with the extremely low salaries put an intolerable burden on these Controllers.

Under conditions which prevail in Uruguay, Associations, Unions and meetings in anyway connected are subject to prior permission, should the police become aware that unauthorised meetings do take place the penalties are severe.

So Member Associations should be aware that the Uruguayan Association exists only in the records of IFATCA, and it is fear that prevents anyone publicly taking any form of Association post.

It is entirely due to the tireless efforts of Joe Beder, whom many of you know, and one or two others, that contact is still maintained with our colleagues in Uruguay.

All the Controllers we met are dedicated to the profession, they are keenly aware of what the status, conditions and salaries should be, and they are willing despite the fear and restriction to do all possible to further their objectives, and IFATCA should never fail whenever there is a request for assistance.

We discussed at length with a group of Controllers of differing age groups the items to be included in talks with the Authorities, there were differences of opinion especially regard-

ing salary, for a possible increase within the national budget had been promised.

On Thursday morning, together with several Controllers, male and female, we were received by Col. Jackson, Commandant of the Airport, together with two of his staff. The function of the Federation and the purpose of our visit was explained, the question of salary increase was pressed together with Fam. flights and travel facilities to the Annual Conference. These discussions continued more informally during lunch, and though Col. Jackson is aware of the salary problems and is sympathetic, he has to negotiate the best possible terms within the group budget.

To give an idea of salaries, - the hours permitted to work in ATC are 30 per week in 6 hour shifts, these short watch lengths help Controllers to arrange amongst themselves an exchange of duties, i.e. on nights Controller A works first half of month a twelve hour night whilst Controller B is off and the reverse is done in the second half of the month. This is necessary to enable Controllers to have one and in many cases two additional jobs to make a reasonable living. In 1960 the Chief of the ATC Division salary was equivalent to a Colonels pay, today it is equal to a 2nd. Lieutenants pay.

Salary example of a Controller, Montevideo Tower with 12 years experience, extracted from pay advice slip - approximation given in Dollars. (540 pesos = 1 dollar.)

Basic Salary Additions 12 years seniority.

Marriage allowance 1 child not at school.

2 children at school.

Less.

Fixed deductions Optional deductions Loan repayment.

Take home pay

71,003 Pesos.

360 1560 70 1680 75,323

30 3 1½ 3½ 141

7167 3392 7119 57,645

13.2 dollars.

6.25 dollars.

13 dollars.

106 dollars per month.

cents a year. dollars dollars. dollars. dollars.

within the countries visited were paid by the respective membership, and to all Controllers may I say this was a considerable sacrifice, and I sincerely hope that we "earned our keep." On behalf of Jean-Daniel Manin and myself, together with the Federation, I express our sincere thanks for the generosity, kindness and friendship shown to us by everyone we were fortunate to meet.

E. Bradshaw.

V.P. Administration.

IFATCA Board Meets in Mexico The February Executive Board Meeting was held in Mexico City, 11-14 February 1978. The kind invitation to hold the Board Meeting there, the first such meeting in Mexico and the North American continent, had been extended at JFATCA '77 in Cyprus

by SERAM, the Mexican Member Association of IFATCA. The Executive Board Meeting was preceded by another first, the Regional Meeting of North and Central American Associations as decribed below.

The IFATCA President, Vice-President Administration, Vice President Professional, Treasurer and Editor attended. This meeting was a full success and has provided the basis for further expansion of the Federation in the area.

During the Executive Board Meeting, apart from conducting regular business, the Board had the opportunity to meet with a great number of controllers and officials.

The "optional deductions" are for medical services for self and children.

From the experience of our visit, taking into account prices and our general discussions with Controllers, a reasonable living standard for a Controller with a wife and two children would be approximately 550 dollars per month - or 5 times the present level.

The Executive Board in session with Sr. Carlos lriendo S. (left) and Lie. Arturo Villela (right) standing in the background.

Conclusions The question might be asked - what did we achieve? - to this I would say; 1. First of all an understanding of the problems facing fellow Controllers in South America, and thereby in a better position to give assistance.

2. A greater awareness that the Regional programme must be implemented as a matter of urgency, for the basic problems of each area are of an entirely different nature, for sophisticated automated systems are of low priority, however necessary, when your salary will not feed your family.

3. It is hoped that we conveyed the message that the Federation will give assistance where possible, though this may be extremely difficult against military regimes we must go on trying.

By the number of interviews that we had with officials, at least these Administrations are now aware that an international body exists and will make the necessary publicity when and where ever the occasion arises.

From the reading of this report, should there be any criticism of our being involved with salaries and conditions etc., please remember no-one else is permitted to do this in these countries.

To be 100 0/oeffective this Federation has to be "all things to all men" whatever his problem may be, and use whatever means available to achieve a successful conclusion.

Finally we must record that throughout the tour, our expenses

It was a pleasure to meet Sr. Antonio J. Abimerhi, the Secretary General of the Sindicato de Empleados de Radio-Aeronautica Mexicana and his officers. We also met with Sr. lngenero J. Ceudejas, Director General of Civil Aviation, and Sr. Enrique C. Jaime, Sub-Director of Radio Aeronautica de Mexico S.A. and his officials.

All the aforementioned, but in particular Carlos Olmos M., SERAM's IFATCA Liaison Officer and his colleagues deserve much credit for hosting this most successful Board Meeting.

Sr. lngenero Ceudejas had persuaded a number of IATA airlines to provide free tickets for the travel of Board members to and from Mexico. RAMSA most generously covered the accommodation costs at the Hotel Continental.

The Board had the opportunity to visit RAMSA's installation, of most interest was, not surprisingly, the Area Control Centre, Approach Control and new Radar Simulator.

A favourable impression was left by the apparent cooperation between the Mexican controllers and all levels of management and the will to accommodate and take account each other's problems and constraints. Such enlightened approach and acceptance of controller input was a gratifying change to observe and sets an example which all administrations should follow.

The Board was favourably impressed with the future plans in the field of new equipment and the administration's expressed 33

Universal News New Air Traffic Provisions For British Airfields

l

Executive Board visit to the Air Traffic Control Centre, Mexico, D.F.

insistence that before any plans are finalized controllers will have a place in that process.

On the cultural side of things the members of the Board took advantage of the opportunity to visit the Toltec pyramids of Teotihuacan outside Mexico City. This visit required maybe even more stamina than is normally associated with Board Meetings, the pyramids are many meters high and all of the Board managed the climb without collapsing.

The Board is in full agreement that its Mexico Meeting was one of the most successful ones ever. The reception of the Board by all involved was outstanding, hospitality unsurpassed.

The Board and the Federation are grateful for all the effort which had gone in preparing the meeting and seeing it through.

Report on North and Central American Regional Meeting The first Regional meeting for NCA was held in the Continental Hotel, Mexico City, Mexico, on February 9 and 10, 1978.

Sindicato de Empleados de Radio Aeronautico Mexicana (SERAM), the Mexican MA, was the host Association, and in addition to their representatives attending the meeting, representatives of CATCA (Canada) and SITECNA (Costa Rica) also took part in the deliberations. Present from the Federation was the Regional Councillor NCA, the President, V.P. Professional, the Treasurer, and the Editor of THE CONTROLLER Journal.

Ten agenda items suggested by the RC NCA formed the focus of discussions during the two day meeting giving an opportunity for an exchange of valuable information between MA's and the Executive Board.

Flowing from this meeting was a request by the Costa Rican Association tor IFATCA to send a representative to Costa Rica from March 12 to 17 to assist in their representations to a Government Commission of Inquiry investigating the development of the professional and technical status of controllers in that country. The Executive Board has asked Bill Robertson, RC NCA to act on their behalf in this regard and Bill reports that all plans are finalized for his departure to Costa Rica including the granting of the necessary time off by his Employer and the provision of air transportation by interested air carriers.

Input Wanted

*

Like THE CONTROLLER cover as it is? New design needed? Your views, designs, please.

A General Aviation issue is planned. Your experience, articles, photographs, please. There must be a pilot who controls, or a controller who pilots, who is ripe to collect the "Best Article" prize. (Ndt awarded 77/78) Could it be you?

BC 34

The Civil Aviation Authority has announced details of new legislation on the air traffic services that can be provided at UK aerodromes not providing air traffic control. In case anyone immediately jumps to hasty conclusions about sweeping legislation affecting all small airfields, it must be emphasised that the new Aerodrome Flight Information Service (AFIS) is not mandatory. The CAA has however proposed an amendment to Rule 49 of the Rules of the Air and ATC regulations that would empower it to make either a licensed air traffic unit, AFIS or radio mandatory at any aerodrome. ("Radio" refers here to radio on the ground; there is no proposal to make radio compulsory in aircraft.)

Changes of this sort are normally made only after consultation with the bodies affected, largely represented in this case by the National Air Traffic Management Advisory Committee (NATMAC).'

This comprises delegates from most of the UK aviation organisations with the Aircraft Owners and Pilots Association, British Balloon and Airship Club, British Gliding Association, General Aviation Safety Committee and Popular Flying Association representing the private sector.

Apart from AFIS, there are new rules on the callsigns that aerodromes may use after July 1, 1978.

- If the service is provided by licensed air traffic controllers, the suffix may be TOWER, APPROACH, GROUND, DIRECTOR, ZONE or RADAR. - When AFIS is available, the suffix will be INFORMATION. - If neither ATC nor AFIS is available - in the case of a purely air ground service, for example - the suffix must be RADIO. One aim of these changes is to ensure that pilots will be quite clear about the nature of the service available on first establishing contact when inbound to an airfield. Another object seems to be the elimination of unlicensed air traffic control. At present there is no requirement in law for a person appointed as an air traffic controller to hold the appropriate licence, except as may be required by Article 62 of the 1976 Air Navigation Order. One effect of the new rules will be that anyone offering an ATC service will be required to hold a valid licence.

While in no way being a form of ATC, AFIS will also require the operator to hold a licence, validated for that aerodrome, and to work in accordance with a manual to be published by the CAA. AFIS has been defined as a "service provided at an aerodrome to give information useful tor the sate and efficient conduct of flights in the aerodrome traffic zone (ATZ)." The operator can grandly style himself the "Aerodrome Flight Information Service Officer" and, to quote the CAA, he will be responsible for: - Issuing information and instructions, on behalf of the aerodrome operator, to aircraft on the manoevring area in order to prevent collision between aircraft and vehicles/obstructions, or between aircraft moving on the apron. The AFISO may not give ATC instructions to aircraft flying in the ATZ, except for the purpose of averting a dangerous situation.

- Issuing information to aircraft flying in the ATZ to assist pilots in avoiding collisions.

- Supplying aircraft with essential aerodrome information (i.e. the state of the aerodrome and its facilities).

- Alerting safety services.

- Initiating overdue action.

An airfield might of course provide a combination of services at different times of the day: ATC between 0800 und 1700 and • NATMAC has representatives from the Aerodrome Owners Association, AOPA, Air Taxi Operators Association, British Airways, BAA, Balpa, Business Aircraft Users Association, BBAC, BGA, British Helicopter Advisory Board, Gapan, Gasco, Guild of Air Traffic Control Officers, PFA and SBAC.

AFIS between 1700 and 2000, for example. Whatever the arrangements, the callsign used should immediately indicate the service available. Hours and types of service will be notified in the 'Air Pilot' in due course.

A written examination based on the manual will be required for an AFIS licence, and the validation procedure for an airfield will consist of practical and oral tests on site. Arrangements for written examinations will be finalised and announced shortly; during· the first year the examination will be available one day a month at centres throughout the country. The CAA has said that it will "consider applications for exemption" from candidates who during the previous three years have held either: - An Air Traffic Controller's Licence, including a rating in aerodrome control, or - An RN or RAF Certificate of Competency categorised in aerodrome control.

The validation of a licence for a particular airfield will be carried out by a CAA-authorised individual, possibly the senior licensed controller or some other person at the airfield. There will be no medical examination but the validation examiner will be required to testify that the candidate's eyesight and hearing appear adequate.

None of this will be done for nothing, of course. The CAA has proposed the following charges: £ 9 for an AFISO written examination, £ 7 for licence issue; £ 50 for a validation by a CAA examiner or authorisation of an individual to act as a validity examiner.

Queries about the implication of the new legislation should be addressed to the CAA, C(AP)3, Room T 1021, Space House, London WC2 6TE. Licensing and examination enquiries should go to ATC SL, Room 1204, Space House, The AFIS manuel is obtainable, price £ 6 including post and packing, from CAA Printing and Publication Services, Greville House, 37 Gratton Road, Cheltenham, Glos. GL50 2BN. Flight International

* EUROCONTROL Orders New Automated Exchange System to Enhance Air Safety Rapid and interruption free communication between adjacent air traffic control centres are vital for the safety of air navigation.

In order to meet the high exigencies for speed, flexibility and reliability in the exchange of air traffic control information in an economical manner, automated exchange systems are progressively being implemented in Western Europe.

For the EUROCONTROL's air traffic control centre Karlsruhe, EUROCONTROL, the European Organisation for the Safety of Air Navigation, has awarded to SIEMENS a contract worth 6,600,000 OM for the installation of an automatic circuit switching system. By the end of 1980, this system will allow automatic telephone and data circuits to be established between the Karlsruhe UAC and suitably equipped adjacent air traffic control centres.

The contract was signed on behalf of EUROCONTROL by the Director General, Mr R. Bulin, and for SIEMENS by Mr N. Bininda and Mr D. Buschmann.

EUROCONTROL Press Release

* Doppler Direction Finder for Radio Detection The complete detection of an unknown radio signal means not only determining its frequency, modulation and field strength, but also taking bearings to fix the position of the transmitting source, and for this reason Rohde & Schwarz has developed - as an addition to the well established VHF-UHF receiving system ET 001 - the broadband Doppler direction finder PA 005, which indicates the direction to the target transmitter to within ±1 °. This direction finder covers the frequency range from 20 through 1000 MHz with just two antenna systems, one for 20 to 200 MHz and another for 200 to 1000 MHz. The Doppler principle

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. , Uloj I

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To enable the conclusive identification of an unknown radio signal the new broadbandDoppler Direction Finder PA 005 has been combined with the VHF-UHFreceiving system ET 001 to form a radio-detection facility that indicates the direction to the transmitter source accurately within plus/minus 1 degree. that, as with almost all Rohde & Schwarz direction finders, is also employed in the PA 005 offers considerable advantages over the Adcock systems that are predominant in radio detection, for example wide aperture, low bearing error with high-angle incidence or depolarized waves, the possibility of using normal receivers, simple separation of the antenna system from the actual DF instrumentation, unproblematic digital bearings and thus simple, fully automatic operation, plus high sensitivity through the use of an integrating IF summator and a special method for compensating unwanted FM in the input signal. Besides the digital display of the bearing there's also analog presentation of the signal for the purpose of assessing its quality.

The broadband Doppler direction finder PA 005 is naturally designed to enable mobile use too: the extremely lightweight and quickly folded-out antennas can operate between -40 and +70° C, whilst full adherence to specifications is guaranteed for the OF instrumentation proper between O and +40° C. The PA 005 can be operated either direct from the front panel or centrally from a control panel. The direction finder can also be worked quite unattended from any distance, for instance in a triangulation network.

Rohde& SchwarzPressRelease

Safety or Self-Preservation?

As one senior pilot put it, an airmiss is a midair collison that did not quite happen. After investigation of an incident, steps may be taken to bring about improvements in safety standards, but generally the emphasis is placed on apportioning the blame. It is a sad fact that the majority of occurrences go unreported for fear of disciplinary action and will therefore happen again. Furthermore, unless details of an incident have been exposed by the press, the findings of investigations are often not circulated amongst the aviation community. By covering up the facts and discouraging aircrew and controllers from reporting incidents lest they should incur restribution, many organisations are responsible for causing the repetition of dangerous situations.

Ideally, there should be a free flow of information between airline operators, aircrew, ATC and civil aviation authorities about such matters as aircraft defects, possible sources of human error, and airmisses or other occurrences. At present this exists to only a limited extent, leaving much to be desired. An uninhibited international approach is needed, which might be arranged through ICAO, IFALPA, IFATCA, and aircraft manufacturers, and would certainly enhance aviation safety. It is not likely to happen whilst so many administrations are more intent on making people pay for their mistakes rather than learn from them! There are airlines which encourage voluntary incident reporting from their employees, even 35

on an anonymous basis, to help make improvements. Against this, there is the case of the British Airways captain who informed his company of a dangerous error he had made. He intended that this would act as a warning to others. In the words of "Flight", he was rewarded for his honesty by not being discouraged from resigning.

More than a year ago, a system of ATC Mandatory Occurrence Reporting was introduced in the U.K., actively supported by the Britsh Guild. Despite assurances that no disciplinary action would be taken as a result, participating controllers have discovered themselves to be threatened with just that. If the spirit of such schemes is not respected, they are doomed to failure. The problem is not British, but worldwide.

It is time for the greater part of aviation management, in whatever field, to adopt entirely new attitudes. The bureaucratic mind which can see no further than the rules it has devised to protect itself and punish "lesser" mortals must learn to use initiative, understanding and even basic common sense. It must accept constructive criticism. For example, there are in existence ATC administrations where procedures are devised by men who have either become remote from the realities of the operations room, or, even worse, have never even had any practical controlling experience.

And they can sometimes be wrong! Yet the controller who is unfortunate enough to have an incident when applying poor procedures must suffer the consequences; if he uses his initiative but does not stick rigidly to the regulations, he may also be called to task. At the same time, his career prospects could be jeopardised if he

points out the deficiencies to his superiors. When a Lufthansa Boeing 747 crashed in Nairobi, it was discovered that the accident had been caused by a technical fault inherent to the aircraft.

Not only had other airlines experienced similar technical problems, but they had already carried out the necessary modifications on their own fleet. The defect had not been notified to other B 747 operators, including Lufthansa.

Controllers thoughts cannot help but turn to Zagreb. The accident investigation revealed many contributory factors. Dozens of controllers reading the report must have been chilled by the realisation that they, too, had encountered at least some of the aspects which led to the tragedy.

Very early in the days of MADAP, Maastrich controllers abandoned the use of height layer settings on their screens because aircraft climbing into their airspace, whether correllated or not, could not be seen. Other units must have experienced the potential dangers, but for some reason these were apparently not realised in Jugoslavia.

And in spite of the salutory warning of Tenerife, pilots continue to misread or misinterpret perhaps ambiguous clearances from controllers who should also have learned, creating unsafe situations. How many of these cases are reported for the benefit of all concerned?

For fear of reprisals, very few.

M. Lewis (Editorial

in INPUT, the EGATS journal)

News From Member Associations Canada - Report on Collective Bargaining MA's will no doubt be surprised to learn that CATCA has just recently concluded their seventh contract with their employer, the Government of Canada. For the first time in their ten year history of collective bargaining they have been able to do so without a strike threat, much less a strike, and even without the assistance of third party mediation. The final piece of surprise news attached to this item is that another "first" was scored in that the new contract was negotiated and ratified even before the old one had expired.

CATCA directly attributes all of these circumstances and events to only one fact - namely the three day strike they conducted in August 1977 in connection with the negotiation of their sixth collective agreement. MA's will recall that that strike was ended by the imposition of Government ordered back-to-work legislation and the imposition of legislated settlement on Canadian controllers. CA TCA feels very strongly that had they not exercised their legal right to strike on that occasion - even in the face of the certain odds that it would end with back-to-work legislation - that their Employer would have not been anywhere near as eager to settle the seventh contract as quickly, quietly, and amicably as he was.

The Executive Board have been provided with copies of CATCA's new agreement and CATCA has undertaken to distribute one copy to each MA in the near future. There are several amendments from CATCA's past agreements and highlighted here are a few of the major revisions.

One of the first of these amendments is something that will no doubt interest all MAs and could well be a leader in Federation policy and a pacesetter for other MAs agreement with their administrations. CATCA has succeeded in securing contractual guarantees that, first, stipulate that before a controller is required to answer questions put to him by any kind of Departmental administrative, incident, or accident inquiry concerning his ATS operations that both he and his representative may listen to all 36

pertinent R/T recordings and view videotapes (where they exist) and have transcripts of same made available to them, prior to answering any questions put to the controller by the hearing or inquiry.

Secondly, the CATCA contract now specifies that the Employer may not use a controller's tapes or transcripts (R/T or video) as evidence against that controller in any disciplinary hearing or in any action by the Employer to demote the controller to a lower grade level or release him from employ. In the interests of the technical maintenance of the proficiency of the ATS system tapes and transcripts may be used by fact finding boards investigating alleged losses of separation (these boards are prohibited from recommending discipline and their reports cannot be used for disciplinary purposes) and for the performance of routine controller proficiency evaluations.

Other amendments were made to improve such areas of the contract as lam flights, refresher training, bereavement leave, consultation and travel directives.

Areas where significant gains were made that should be highlighted include; hours of work (article 13) where although the number of hours per week were not changed, the ability for non operating employees to work a cycle other than "Monday to Friday, 9 to 5, five on and two off" was incorporated into the agreement; a commitment to establish a joint committee to formulate recommendations to resolve them (letter of understanding no. 3); and an agreement that a controller's probationary period will erid on the day he "checks-out" (letter of understanding no. 6).

Finally, a new job classification plan was introduced in conjunction with this contract and attendant with it revised salary scales to match the new classifications. In synopsis the effect of these changes is to reduce from four to three levels the total number of revels for Control Towers, increase from one to two the possible levels for all IFR units (formerly there were two levels of TCUs and only one for ACCs), and to reduce from five to four the number of levels in administration.

The salaries attendant with these new levels have greatly increased the status of the air traffic controller in Canada in that the lowest level controller (Al 1 - low density VFR) now starts (all figures Canadian $) at $ 14,600 and has a maximum of $ 23,600 compared to previous figures of approximately $ 12,700 min/15,700 max. The upper level ACC Al 4 - high density) now has a maximum salary of $ 32,000 compared to the former $ 27,600 and the upper level Tower (Al 3 - high density, international airport) now has a maximum of $ 29,800 as compared to the previous $ 24,200.

The collective agreement is for a one year term from January 1, 1978 to December 31, 1978.

* GO AHEAD - The Pacific Region Bulletin Anyone could be forgiven for thinking that a posting to a Pacific island, 1000 miles east of Australia, would mean the end of practical involvement in IFATCA affairs. However, when the man involved is Daniel Gorin, Past President of APCA, one must think again. Now Regional Councillor for the Pacific Region, based in Noumea, New Caledonia, Daniel has been instrumental in establishing vital links between controllers in an area big enough to lose Europe in without trace, an area where air travel is often the only means of contact between communities. He has set out to underline the essential part the controller plays in the life of the region, to demonstrate the contribution the controller can make in improving aviation safety and regularity and to obtain recognition for the profession of Air Traffic Control in the region.

Supported by enthusiasts in Fiji, French Polynesia, New Caledonia and New Zealand and maintaining close contacts with Australia, Daniel has now produced the first ever Regional Bulletin. Entitled "GO AHEAD", its aim is "to foster close links between the Air Traffic Controllers of the Pacific Region". We think it can do more. Reproduced below is a selection of the contents of this first, 21 page, edition which, we hope, will be of interest and encouragement to controllers in whatever region.

Just before you read on, reach for the Atlas and try to grasp the scale of Daniel's parish. As he says, "Please notice the coordinates of our fellow-partners in the Pacific": FIJI

J. TULIATU FATCOA P. 0. BOX 9230 NADI AIRPORT - Fiji Islands

FRENCH POLYNESIA E. MAONI APCA-Delegation de Polynesie c/o aviation civile B.P. 6011 Aeroport de TAHITI-FAAA - Polynesia francaise NEW CALEDONIA APCA-NC c/o aviation civile B. P. H1 NOUMEA - Nouvelle-Caledonie

J. P. HERRMANN

NEW-ZEALAND NZATCA-IFATCA Liaison Committee P. 0. BOX 53.065 AUCKLAND International Airport Auckland - New Zealand

R. SOAR

NON-MEMBERS AUSTRALIA CAOOAOA 66 O'CONNELL STREET NORTH MELBOURNE 3051 Victoria - Australia

Magenta Control Tower, New Caledonia. A Tower out of date. but this may easily be overlooked when focussing on the foreground. Magenta is the main airfield of New Caledonia for domestic air traffic and general/private aviation. About 70,000 movements are handled per year. The airfield is located close to the City of Noumea.

A Message From The Past President It is indeed a great pleasure and honour for me today, to address the first issue of an "IFATCA Regional Bulletin".

It was in 1973, at the Reykjavik Conference, that the Directors decided to change the status of the Regional Liaison Officers to that of "Regional Councillors". This change was meant to give more emphasis to regional activities within IFATCA and the move was necessary because in several parts of the world, the problem of recruiting new Member Associations was dependent upon the necessity of better organising the activities of the Member Associations of that region. A basic requirement existed: for better understanding and co-operation between the Associations of a region: for the development of IFATCA regional policy in cases where either no IFATCA policy existed or the general policy of the Federation needed to be accommodated to specific conditions in the region: for the existence of a spokesman of the Federation at regional level, in order to improve the services the Federation must provide to Member Associations.

From the very beginning, the activities of the Regional Councillors were made difficult mainly because of the lack of funds available, which affected the possibility of travelling within the region and contacts with the Executive Board and which impaired the possibility for the Councillors to attend Annual Conferences.

Because I consider it a very important element of the building of IFATCA, the organization of the regional activities has been a constant worry to me over the years. It is clear also to me that the good functioning of a regional organization is dependent upon 37

many aspects, for example the personality of the Associations involved, or the personality of the Councillor himself, which may differ between regions. This is why I have always considered that the Regional Councillors should feel free to organize the activities in their region in a fairly independent manner, provided indeed that these activities remain within the framework of the general policy of the Federation and in agreement with the Executive Board. To achieve this goal, the personality and the ability of the Councillor to cope with the heavy burden of the Federation work are indeed very important but much more important is the readiness and the willingness of the Member Associations and individual Members to support and participate in the IFATCA activities.

It is my belief that IFATCA will only meet success if controllers from all over the world accept that unity and solidarity and active participation in the Federation activities are essential and therefore they maintain and increase their support to their Associations and to IFATCA. I wish to congratulate all of our fellow Members in the Pacific Region for accepting· the challenge to organize their region and, in doing so, to take a leading position and serve as an example to other IFATCA regions and I wish to conclude in expressing my sincere wish that our Aussie colleagues will soon again participate in our International Community.

At last I wish to place on record my appreciation to the Regional Councillor, Daniel Gorin, for his dedication and hard work and to convey, on behalf of the Executive Board, my sincere thanks to all those who participate actively in the Federation activities.

Carry on, you are on the right way!

It is indeed with regrets that I won't be with you on the occasion of your coming Regional meeting. I can assure you however that I shall be with you in spirit on that occasion.

Jean-Daniel Monin

Regionalisation - The Next Step In IFATCA Growth?

by Robin SOAR, of the New Zealand Air Traffic Controllers Association

IFATCA was conceived and formed initially with a preponderance of European associations. Since that time, the organization has grown to include M.A.s from all over the world. It is a truly international organization and yet there is a growing feeling that it has not met the needs of associations outside Europe. The sense of being cut off from the "Main Stream" of IFATCA affairs has been exacerbated by the lack of progress in gaining the facility of cheap air travel and is no more keenly felt than in this most distant of IFATCA regions; South Pacific/Australasia.

The NZATCA has, in the past year, been debating membership of IFATCA and at one stage came very close to withdrawing from the Federation. Membership is now assured, at least for the time being, but the points which emerged during the debate illustrate very well what is felt is a common dilemma for associations outside Europe.

The key to the whole question was cost-efffectiveness. The cost of IFATCA membership was rising and yet the benefits to us did not appear to be matching the increase in cost. Truly IFATCA was assisting M.A.s in difficulty, throughout the world, but apart from logical argument backed by high professional standing, action lacked "the teeth" to back civilised persuasion. There was a limit to how far the NZATCA could afford to support the organisation, however philanthropic, without finding some return for its own members.

Those lucky enough to attend an annual conference would agree that the organisation was impeccable, the forum for debate unmatched, but that much of the subject matter was, to those of us outside Europe, of little more than academic interest, particularly on the technical side. The debate within NZATCA was, for a while, evenly matched and it was a fortuitous occurence which demonstrated to the doubters, the worth of IFATCA. This was the South Pacific RAC/COM meeting in Fiji at which NZATCA repre38

sented IFATCA. IFATCA was the key to the door of a meeting at which technical problems directly affecting N.Z. were discussed.

Although attendance at such meetings is commonplace in Europe and North America, this was the first time that we had been invited to one in our region. At one stroke the case for IFATCA membership was proven.

The lessons learnt could be applied to IFATCA and we feel it is a necessity that they should be applied, if IFATCA is to continue to grow.

The Annual Conference is a costly venture for IFATCA. Much of the subject matter covered, particularly on the technical side, could be settled within the Region(s) concerned and only matters affecting the overall policy should be brought before the full assembly. Due to the time taken to prepare for the conference and allowing for other delays, the effective working "year" is only 7-8 months. If the full assembly was held biennially, the working time for preparation would be more than doubled, the cost of the conference spread over a two year budget, and the attendance by distant M.A.s more practical where travel costs are prohibitive.

To carry the running of IFATCA affairs to the regions and to carry out the work required by making the full conference biennial, a regional organisation would be required. A modest annual meeting to debate matters affecting the region and to refer those matters of world-wide application to the biennial conference would have to be organised. Since one of the aims is cost reduction, emphasis should be placed on keeping a modest profile.

The overall delineation of regions, with their Regional Councillors, already exists but it requires development of the infra-structure to make the region administratively more autonomous. There is no reason why this could not be developed to handle regional problems, whilst the required amendments to IFATCA rules and policy are sought through the normal channels.

In the view of the NZATCA, regionalisation is necessary to handle the problems peculiar to each region and to ease the increasingly complex and heavy work load of the present centralized organisation. More important, regionalisation is needed to ensure that IFATCA retains its present, distant, M.A.s and continues to grow to give the fullest meaning to the word "international" - All nations, world wide.

Present Statutes For The Regions As such, the Region is entirely dependent on the Regional Councillor whose terms of reference are the following: 1. To liaise with Member Association within their region.

2. To establish and maintain contact with non-member Associations in their Region with a view to promoting the aims and objects of IFATCA. 3. To assist and encourage the development of professional air traffic control associations within their region.

4. To represent the Federation at Regional or International meetings of other aviation organisations or groups as may be deemed advisable by the President or Executive Board.

5. To encourage non-member Associations to affiliate with IFATCA. 6. To encourage Regional meetings of Federation Members and preside over such meetings. Regional meetings should take place at least once a year; the most appropriate time - October to December.

Where and When possible at least one Executive Board member should attend the Regional meeting, cost should be the only limiting factor. The Executive Board should provide any assistance necessary. Note. - To ensure that the Federation uses its resources wisely when seeking resolutions to situations of a regional nature related to the IFATCA Technical Committee, Regional Councillors be responsible for organising as directed

by Annual Conference or the Executive Board, temporary working committees, comprising representatives of Member Associations of a Region so affected. Any Committee so formed would report to their respective Regional Councillor who would

liaise with SC1 as necessary and in turn report to the Annual Conference and the Executive Board.

7. To undertake other duties deemed advisable by the Executive Board.

8. Executive Board will keep Councillors advised and seek their advice on all items applicable to their Region.

9. Councillors should provide written reports quarterly to the Executive Board. "Nil" reports are preferable to none at all, at least contact is maintained.

Written report of annual activities to be provided 60 days prior to Annual Conference.

According to the Constitution, Councillors are members of the Council which is made up of the Executive Board and one Councillor for each Region.

The Council is responsible to the Directors for the maintenance and furtherance of the aims and objectives of the Federation. It must monitor and ensure that the work programme laid out at the Annual Conference is carried out. It must provide direction and advice to the Executive Board and Committees of the Federation.

The Council should meet at each Annual Conference and when deemed necessary by the Executive Board.

THE TOTAL BUDGET FOR THE NINE COUNCILLORS PLUS THE HOLDING OF A COUNCIL MEETING: 10 000 SFR

A Matter of Faith When a handful of European associations decided to federate in 1961 this was a matter of faith because no concrete proof was available to convince paying members that their investment would be fruitful. The only element was the disillusion vis-a-vis the Unions and there was much hope in that the Federation would succeed where Unions had failed. To achieve the objectives for better status was the prime will of a great majority of Air Traffic Controllers and it was the thought of our founders that true professionalism should be the base of action.

Although not being pointed out very clearly it was also a general consensus that a body like ours, having important responsibilities, should escape from the usual union's machinery: deposit of claims - threatening of direct industrial action - conversations with the authorities - direct industrial action - search for a compromise - preparation of new claims...

It was the common thought that the probl,emsoof the profession should be laid down wholly and that by the proving of our professionalism through direct participation in the study of means to improve air safety and air transport efficiency we would best convince airlines and Governments. This would anyway help member associations and unions to attain partial results while safeguarding the interests of airlines, direct industrial actions being used as a very last resort.

By a curious reversal of situation and mostly since 1974/75 a number of member associations are now thinking that the union way is perhaps the only efficient way ... It is quite easy to comprehend such a reversal. Since the most interested body in peaceful negotiations doesn't give consideration to the legitimate request of controllers to be recognised as direct actors in the conduct and economy of flight, there is no reason why a peaceful approach could succeed with other bodies. It is therefore of the highest interest to read IATA's letter of 5th September 1977 Quote "To my mind it is a very serious question as to whether direct industrial action is in any way appropriate for a professional body like the controllers. Professionalism implies a very heavy burden of social responsibility and strikes and go-slows are not compatible with this status" - Unquote One can imagine some bitterness of our founders at reading such words.

It would certainly be of a great interest to read more about the IATA's ideas about professionalism since one may read in the same letter of 5th September that the capacity of a center is a matter for authorities. Do they not mean a matter "of authority"? I

Second from the right IFATCA Regional Councillor for the Pacific Region, Daniel Gorin, well-known ex APCA President, who managed with charm to have Miss France 78 visit the Tower, where for some moments all local lraffic ceased as al I colleagues enviously watched Daniel and Pascal on the gallery.

am afraid this is the feeling of most authorites and might explain that we have come to some deadlock.

The question is therefore in how to release the situation. To my view there is only one answer and that is to achieve our international cohesion.

The attitude of our partners, airlines as well as Governments, has certainly been influenced by the disaffection of some members. The disabusing feelings that have developed since 1973 have certainly led to some loss of credit for the Federation whatever the number of new associations that have joined.

It is only by making new efforts in the building of our house that we will protect ourselves from adversity and put ourselves in a position to unlock the situation to achieve our objectives whatever the way which will be used.

This is a matter of faith, the faith which was that of the founders in 1961 for, unless faith builds the house it is to no avail that its builders have worked hard on it.

Daniel GORIN Regional Councillor for the Pacific Region.

Editors Note: GO AHEAD also contains correspondence concerning Australian controllers' negotiations with their Government and a detailed study of the organisation of civil aviation in New Caledonia, including the aviation budget, domestic and international activities and the working conditions and renumeration of New Caledonian controllers. It is hoped to include this information in a future issue of THE CONTROLLER, Meanwhile, Good Luck and GO AHEAD, Pacific Region!

■

Hannover International Air Show a Success 352 exhibitors from 13 countries participated in the 12th Hannover Air Show. On closing date 4th May 78 approximately 230,000 visitors were recorded, who during the past nine days saw the latest developments of the aircraft, avionics and space industry, in addition a magnificent programme including impressive flight demonstrations of various aircraft. On display were a total of 170 aircraft.

It again became obvious that Hannover mainly is an attraction for the General Aviation industry. The coincidence of having a major industry fare in Hannover at the same time with the Air Show was a contributing factor that up to 120 business and executive aircraft were landing daily at Hannover during that time.

The total number of movements went up to 600 a day, about three times the average.

39

News From Corporation Members COSSOR Electronics Limited COSSOR Wins Gatwick Order for Advanced SSR Display Processing System Cossor Electronics is to supply an advanced SSR (Secondary Surveillance Radar) display processing system for Gatwick Airport, under a contract awarded by the Civil Aviation Authority. The order, won in open tender, is worth in excess of £ 170,000.

The Cossor system, known as COMPASS 9000, will automatically display the identity and height of aircraft within a 40 nautical mile radius of Gatwick. The information, shown as labels associated with each aircraft radar target, is obtained from the Cossor SSRs located at London Heathrow and Ventnor, Isle of Wright.

The system will assist Air Traffic Control Officers in maintaining their current high standards of safety and efficiency as the number of aircraft using Gatwick Airport increases.

The processing system employs ten Cossor CMP 9000 miniprocessors to provide high system availability and autonomy for each operational display position.

Using the Texas Instruments TMS 9900 micro-processor, the CMP 9000 has been designed for a wide range of data processing applications and is used extensively in the company's range of telemetry systems. The COMPASS 9000 will be used in conjunction with the Cossor CRD 2016 displays which are already installed at Gatwick Airport.

All equipment being used forms part of Cossor's standard range of products which has been designed to satisfy the stringent demands of Air Traffic Control radar systems such as those already supplied to Hong Kong, Malaysia and the ADSEL Display sub-system.

The system has been designed for easy expansion, through software and additional memory, for future enhancement requirements.

"This order further strengthens our position in ATC data processing," says Cossor marketing director Mr. Charles Shelton.

"It is now possible to start with a basic raw radar display and then build up to a comprehensive data processing system as and when the user requires - at low cost and without the need to jettison the original investment."

"Indeed we now have the capability of providing the CAA, or any other air traffic control authority with modular systems to meet individual needs."

The COMPASS 9000 systems accepts plot extracted primary and SSR data from remote radar sites. After processing the SSR data is used to supplement the two radar videos at Gatwick Airport, displayed on the eight existing CRD 2016 displays.

Code/call-sign data is solicited from the London Air Traffic Control Centre complex to enable call-sign data to be displayed on the screen.

Character and vector generators, and refresh and controller units are provided for each display to form an autonomous display station.

The character and vector generators in each display provide sharp highly legible character shapes and a high level of immunity from electrical interference.

By using a high synthetic data refresh rate, and selected phosphor CRT brightness flicker is avoided and SSR label smear minimised.

High refresh rates of the alphanumeric information and display data are maintained by use of a high speed deflection system.

Increased digital information, such as digitised primary radar, can be accommodated without loss of picture quality.

Additional display facilities, such as indications from automatic direction finders or computer-generated digital maps, can be readily incorporated into the system.

Display interchangeability, without the need for internal ad40

justments, is also achieved because each display viewing unit is autonomous.

Throughout, high system availability has been a paramount consideration in the Cossor system design.

Cardion Electronics Bright Radar Alphanumeric Display System (BRANDS) The Bright Radar Alphanumeric Display System was developed and produced for the Naval Electronic Systems Command (NAVELEX). The equipment consists of a digital scan converter, a control unit, and one or more high-brightness, large-screen television monitors. It is used in conjunction with airport surveillance radars, video mappers, and a secondary surveillance radar target extractor to display combined radar, map, and IFF information in an air traffic control tower.

BRANDS offers the following state-of-the-art advances over existing systems: - 16-inch, 945-line TV monitor for greater resolution.

- Bonded narrow band pass optical filter for greatly reduced reflection of ambient light.

- Digital Scan Conversion for elimination of registration error.

- Five memory planes of 1024 x 1024 bits each.

The BRANDS scan converter is a result of Cardion's in-house development of a digital scan conversion system, and its extensive experience in all types of scan conversion techniques. It receives normal, MTI, and beacon radar video signals, converts them to digital form, and processes them through a digital video sweep integrator to improve the signal-to-noise ratio. Using antenna position data in the form of synchro, ACP/ARP, or digital angle, and radar trigger, the video data is converted from polar to rectangular coordinates, and written into a 1024 x 1024 x 3-bit semiconductor memory. The three-biLcode provides eight grey shades of video, and is expandable to 16 grey shades by addition of a fourth plane of memory. Similarly, internally-generated range rings and video, from a digital or analog map generator equipment, are converted and written into a fourth 1024 x 1024-bit memory plane.

Extracted IFF target data is received in FSK serial format, decoded, and processed into data blocks. Alphanumeric characters are generated, formatted, and written in random-access mode into a fifth 1024 x 1024-bit memory plane.

All five memory planes are read out in a high-resolution, 945-line TV format to be displayed on a television monitor. As it is read out, video is continually recirculated back into the digital memory. In the recirculation process, radar data is "decayed" by progressively reducing its amplitude in synchronism with the antenna rotation at a rate determined by the operator.

Therefore storage and variable persistence of the radar data is effected independent of the persistance of alphanumeric and map data. The alphanumeric data, on the other hand, is updated by the FSK input, and each data block is erased and rewritten as updates are received.

The digital semiconductor storage medium provides perfect registration between radar, map, and IFF data, within the limitations of the external equipment. No registration error is introduced by the digital scan converter itself.

The digital scan converter output is displayed in TV format on a 945-line TV monitor. The monitor contains a high-brightness 16-inch round cathode-ray tube with a bonded optical filter. The CRT phosphor emission wavelength and the narrow passband of the filter are matched so that reflected ambient light is greatly attenuated, while the display information is passed through to the viewer. Therefore, the display can be viewed effectively in the high-ambient-light environment of a control tower, even with direct light falling on the face of the CRT.

Datasaab AB Our new/old Swedish Corporate Member On January 1st, 1978, Stansaab Elektronik AB virtually doubled in size and changed its name to Datasaab AB. This growth was brought about by acquiring the business interests previously conducted by the Datasaab data processing division of Saab-Scania AB. The new company will continue operating as two Divisions, with ATC and Air Defence projects centred at Jii.rfii.lla, and the former Saab-Scania factories at Linkoping and Malmo responsible for data processing systems for commercial applications.

Stansaab's former Managing Director, Gunnar Wedell. has been appointed Managing Director of Datasaab AB. The new company employs some 3,300 personnel in Sweden and has subsidiary companies in twelve other countries. Share capital has been increased to 360 million Swedish crowns and a further 430 million crowns will be made available as a development contribution over the next four years.

Datasaab's experience with ATC goes back to the 1940's, with the design of radar displays, and has continuously evolved up to the present-day turnkey systems capability. A notable milestone was reached in 1964 when Stockholm's new ACC, designed and manufactured by SRT, became operational at Arlanda, one of the first centres to use labelled displays in a working environment. The company is virtually prime contractor for Sweden's new air traffic control automated system - ATCAS. This modernisation programme in Sweden started with the implementation of a new training school near Malmo. equipped with a large computerised simulator designed for both systems evaluation and controller training. It has progressed through new Terminal Control Centres for Gothenburg and Sundsvall and has now reached the commissioning stage for Stockholm's new ACC known as ATCAS 1. Datasaab will also provide a new system - ATCAS 2 - to be installed at Malmo/Sturup to become operational in the 1980's, when Sweden's airspace will be reorganised into two FIRs - North and South.

Of perhaps more international interest. Datasaab is prime contractor for the Soviet Union's new automated air traffic control system. Christened by the company TERCAS - Terminal and En-Route Control Automated System. this turnkey project covers the supply of four centres, remote radar stations, training and programming facilities, buildings and all ancillary services.

Datasaab's association with IFATCA also goes back many years, initially as Standard Radio & Telefon AB, and after 1971 as Stansaab Elektronik AB, the name adopted when SRT's data systems division was formed into a separate company and, at that time, jointly owned by SRT, Saab-Scania and the Swedish State.

From the outset, Datasaab systems analysts and engineers have recognised that air traffic control systems can only be effective and a pleasure to use if they are designed with the controller in mind, and preferably with his active participation during the design and implementation phases of any project.

A close dialogue with the controller is therefore all-important, the international dialogue made possible by IFATCA is very much appreciated. Datasaab AB - a new/old Corporate Member will continue to use its best endeavours to support the aims and ideals of the Federation.

Hollandse Signaalapparaten B.V. Austrian Military Air Traffic Control Authorities place an order for Colour Radar Display 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 lying between Hfl. 10,- and Hfl. 20,million.

Colour Display Very modern 50 cm four-colour displays constitute the heart of each of these air 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 air traffic controllers.

Recent investigations have shown that the introduction of colour for data display offers physiological advantages, including a contribution to the safety of air traffic.

These 5 new Philipps 44-channel voice communication installed in March 78 at West Germany's Dusseldorf Airport.

recorders were

Philips ELA New Philips Voice Loggers at Diisseldorf Another five new Philips 44-channel voice logging systems have recently gone into operation at West Germany's Diisseldorf Airport.

Philips have now been selected to supply equipment for around 80 0/o of the West German requirements for civil airport voice logging systems. The latest installation at Diisseldorf joins those already in operation at other major airports around the country.

All Philips multichannel communications recorders provide 24 hours of continuous recording on a single eight-inch tape reel, with automatic switch-over to a standby tape unit. The Ferroxcube recording heads have a guaranteed operational life of 50,000 hours and all vital units in the recorders are duplicated.

Utmost reliability is a key feature of the Philips multichannel communications recorders and constant monitoring of all recorder functions is automatically carried out to detect any fault conditions. Every vital unit of the recorder is duplicated and the standby automatically takes over if required. All other standby units remain independently available, unlike other types of recorder where a complete "standby bay" is switched in. A corn-

41

prehensive selective alarm system is also provided both to indicate and pinpoint faults.

Philips voice logging systems are in use at more than 120 major airports throughout the world.

- an ILS for Merida Airport in Mexico - an ILS and two DME's for Marocco - three ILSs for Argentina.

At present similar ILS installations are operational countries, of which 56 are in Canada alone.

in 24

Plessey Radar Ltd. Plessey Radar Wins Danish Contract

New VHF Transmitter for Control Towers All the controls are arranged on the front panel. They are, from left to right, test button and microphone socket, local/remote switch with indicator lamp, meter and selector switch, on/off button with indicator lamp and fuse.

Philips Telecommunicatie lndustrie B.V. Orders for ILSs and DMEs Philips Electronics Ltd. of Canada have recently received orders for Instrument Landing Systems and Distance Measuring Equipment valued close to 6 million Canadian Dollars. The orders cover the supply, and partly the installation, of: - 15 ILSs for the Ministry of Transport of Canada, with additional multi-year options - six ILSs for Czechoslovakia - an ILS and a DME for Penang International Airport in Malaysia

From the IFATCA Conference at Copenhagen, Plessey Radar announces the award of a contract by the Danish Post- & Telegrafvresenet (Radioingeni0rtjenesten) for its plan 50 Doppler VHF Omni-Range (DVOR) Beacon. This equipment will be installed at Ringsted in Denmark.

The six authorities who have already installed the Plessey High Integrity Plan 50 include the U.K.'s Civil Aviation Authority whose stated policy is to replace its existing chain of conventional VOA Beacons with DVOR to give improved navigational services. Several other countries are considering adopting DVOR as part of the evolution of their Short-Range Air Navigation Services to meet existing and future requirements.

The operational benefits of Doppler VOA over conventional VOA Beacons stem from its higher accuracy and stability which provide better quality navigational signals for more accurate track keeping, both along air lanes and in terminal areas.

The Plan 50 DVOR, which fully meet ICAO specifications, is compatible with existing VOA airfits and has been designed for co-location with Distance Measuring Equipment (DME).

Apart from much greater freedom in sitting, and reduced site errors which give high accuracy, the Plan 50 is simple to install.

It has lower operating costs as it does not require frequent flight checks throughout its radiated pattern and, having solid state electronics throughout and no moving parts, maintenance is minimal.

The Plessey DVOR was featured at the IFATCA Conference Exhibition together with Plessey ILS, Air Surveillance and Airfield Control Radars.

■

Catalogue of Standing Committee IV Library April 1978 Presented by Standing Committee IV, Human and Environmental Factors Introduction Speaking in broad terms of a library the following arguments in favour and against can be made: In favour: the information received by SC IV should become available for those interested inside the Federation, when a library is functioning the accessibility of information will become easier, because the participation will grow due to higher motivation.

Against: one is not interested in a library, costs and efforts compared with the benefits are too high. This is not only valid for the start, but also for the functioning of the library on the long term, the majority of the information is in the English language and reflects mainly the Anglo-American viewpoint.

All material e.g. books, articles, studies, lectures in the field of human and environmental factors with the emphasis on air traffic control should be forwarded to the SC IV Library.

As most probable sources to provide the material to the library we see: 42

the Member Associations (material of national origin) the Executive Board (material from international bodies) the Editor (material from publishing houses or others to be used for the Journal).

In order to reduce the expenses for the Federation and the workload for the library one is requested to provide the material triplefold.

The Federation is using English as the working language, therefore the material should be in the English language too.

A presentation of the information will be presented in a catalogue and this catalogue will include the following: a consecutive library publication number a catalogue number title author(s) language publisher (or source of information) date of publication number of pages synopsis

Lending Procedure A lending order should be addressed to:

IFATCA, Standing Committee IV Library C/O The Netherlands Guild of Air Traffic Controllers P.O. Box 7590 Schiphol Airport Central The Netherlands.

Nine selected countries were approached by means of a questionnaire to present information on hours of work, overtime, shift differentials, paid holidays, annual vacations, rest and meal periods, loss of licence consideration, physical standards for Air Traffic Controllers salary increases, number of Air Traffic Controllers employed.

SC IV 76/24 (E) AIR TRAFFIC CONTROLLER CAREER ACT. By: Professional Air Traffic Controllers Organisation, PATCO, USA, 1972, 1p-5gr.

and must include: catalogue number(s) of the requested paper(s) title(s) of the paper(s) mailing address to which the paper(s) should be send when appropriate: NO AIR MAIL DELIVERY.

Published in the "PATCO Newsletter" vol. 5 nr. 5 June 1972. Signing of the act by the President of the USA and accompanying letter with some specific statements of the profession of Air Traffic Control !er.

General, ATC Profession as a Whole SC IV 75/7 (E) A RESEARCH INTO AIRWAYS OPERATION - THE WORK OF COMMUNICATION OFFICERS AND AIR TRAFFIC CONTROLLERS. By: J. F. Clark and Staff of the School of Applied Psychology.

University of New South Wales, Australia, 1963, 93p-525gr.

Covers main aspects of ATC profession in Australia. Findings and recommendation are made for: general task and system analysis-social system of the organisation-anxiety-health-working environment(physical)-shift work-sick leave-rosters-promotion-role conceptions-job attitude.

SC IV 75/6 (E) AIR TRAFFIC CONTROL OCCUPATIONAL STUDY. By: Canadian Bureau of Management Consulting. Ministry of Transport, July 1970, 2 vol-38p-190gr + 220p-1015gr.

Vol. 1. Lisson Report of the study, including recommendations emanating from the study.

Vol. 2. Details and basis of findings from which the recommendations are made. Dealing with the Canadian situation, chapters of international ATC interest are: health and safety-careers-exit-forecasting and recruiting-operational training-billingualism.

SC IV 75/5 (E) THE CAREER OF THE AIR TRAFFIC CONTROLLER - A COURSE OF ACTION. By: Office of Secretary of Transportation. United States of America, Jan. 1970, 151p-450gr.

Corson Report, represents the findings of Air Traffic Controller Career Committee dealing with the ATC situation in the USA. Presents recommendations for: manning the air traffic system-improving working conditionbettering the controller's career-improving employer-management relations.

18 appendices; several of interest.

SC IV 76/1 (E) A DEMANDING PROFESSION STILL WITHOUT STATUS. By: J. Monin, International Labour Organisation, Geneva, 1974, 1 p-5gr.

Published in the "!LO-Information" Vo! 10 number 4, October 1974 Examination by the President of IFATCA on the working conditions of the Air Traffic Controllers. Asks for a less rigid framework inside the public service and the need for a special status.

SC IV 76/2 (E) REPORT ON HUMAN, ENVIRONMENTAL AND WORKING CONDITIONS. By: B. Fasy, Eurocontrol Guild of Air Traffic Controllers. Maastricht, 1974, 12p-60gr.

Request for a reassesment of the conditions of employment of the operational control staff of Eurocontrol. Chapters on stress, the ATC task, human factors affecting performance, work stress, the family as a source of stress, effects of stress on performance noise, pensions and medical, career, working hours, stress and illness, stress and age, diet and nutrition drugs and medication, are included while the report closes with recommendations on these subjects and on training before/after licensing, lam flights and liaison visits.

SC IV 76/12 (G) GUTACHTLICHE STELLUNGNAHME ZUR BEWERTUNG VON BEAMTENDIENSTPOSTEN IN DER FLUGSICHERUNG. (Payment of the Civil Servants in ATC). By: The Government of the Federal Republic of Germany, Dec. 1968, 13p-65gr.

A proposal from the government with reasoning for a collective ing with the trade unions.

bargain-

SC IV 77/4 (D) STRUCTURE OF THE BELGIAN AIR TRAFFIC CONTROL SERVICES SYSTEM(+ amendment). By: Belgian ATC Personnel, Belgium, 1971, 156p-840gr-20p-120gr.

Complete breakdown of ATC personnel and how to cope with it; e. g. training cadets, career, remuneration.

SC IV 77/6 (E) HUMAN AND ENVIRONMENTAL FACTORS. By: New Zealand Air Traffic Controllers Association Inc. New Zealand, Aug. 1971, 26p-140gr.

Human and environmental factors relating to the working conditions of the New Zealand Air Traffic Controllers.

SC IV 77/113 (G) BERICHT OBER DIE EXPERTENGESPR~CHE ZUR ORGANISATIONSFORM DER BUNDESANSTAL T ZUR FLUGSICHERUNG UND ZUM STATUS IHRES PERSONALS. By: D.A.G. (Deutsche Angestellten Gewerkschaft), Germany, Bonn-Bad Godesberg, 12.Aug.1976, 112p, 5 annexes Report on the discussions of experts with regard to the kind of organisation of the department of Air Traffic Control and with regard to the status of their personnel. German Trade Union organisation. Many cases being discussed, following the legislation in the countries concerned.

Recruitment and Training SC IV 76/17 (E) CRITICAL REQUIREMENTS IN EVALUATING ATC PROFICIENCY. By: Dr. J. C. Helbing, University of Amsterdam, 1967, 7p-35p.

Published in "Flight Safety" vol. 1 nr. 2 1967, UK. A study within the RNAF on personnel ratings of controllers. Difference was found between ability and devotion. Have different conditions of evaluation an effect on the ratings?

An attempt to provide insight of the critical requirements on the function of controller at different stages in-service training or job-fulfilment.

SC IV 76/16 (E) ZUR PSYCHOLOGISCHEN EIGNUNGSPR0FUNG DER FLUGLEITER (Psychological testing for Air Traffic Controllers). By: Dr. Ing. Hans J. Zetzmann, 1961, 9p-45gr.

Lecture on the 6th session of "Factor Human Being", Dusseldorf Dec. 14, 1961.

The development of a new test battery for the recruitment of new air traffic control personnel.

SC IV 76/18 (E) THE MAN'S THE THING - EDUCATION REQUIREMENTS FOR THE MAN IN THE SYSTEM. By: Mervin K. Streckler Jr. special assistent for Aviation Education Department of Transportation.

Federal Aviation Administration, USA, April 1971, 12p-60gr.

A lecture given at the National Aviation System 1971 Planning Review Conference, Arlington, Virginia. The author gives definition of "education" for special professions to replace the word "training". Mechanisms of learning are described in short.

SC IV 77/1 (E) THE AIR TRAFFIC CONTROLLER'S LICENCE AND STUDENT AIR TRAFFIC CONTROLLER'S LICENCE. By: C.A.A. - Director Air Traffic Control• (S.L.) - Her Majesty's Stationery Office, England, 1972, 86p-125gr.

Rules in order to obtain licences and conditions

SC IV 76/13 (E) INTERNATIONAL STUDY ON TERMS AND CONDITIONS OF EMPLOYMENT FOR AIR TRAFFIC CONTROLLERS. By: Canadian Public Service Staff Relations Board, Report 69/93, July 1969, 33p-165gr.

to meet in order to pass

examinations.

SC IV 77/5 (E) SELECTIONS OF AIR TRAFFIC CONTROLLERS. By: Public Service Commission of Canada, June 1970, 27p-175gr.

Selection standards; technical category: air traffic control group.

43

SC IV 77/7 (D) INTERNATIONAL TRAINING IN AIR TRAFFIC CONTROL. By: Eurocontrol Institute for Aviation, Luxembourg, 1969, 32p-125gr.

performance in the interest of aviation safety). By: Prof. Dr. Med. S. Ruff, Dr. Phil. Steininger and Dr. Phil. Seifert and Dr. Ing. H. Zetzman. Federal Republic of Germany, Ministry of Transport, 1960/61, 57p-285g.

SC IV 77/118 (E) CANADA'S ATC SIMULATION Method Ltd., Ottawa, 1976, 3p.

Lengthy report on the physical and psychological demands on the Air Traffic Controller. Requirements for a high performance. Improving working contions. Six appendices and a literature list are included. Report on the situation at Paris-Orly, eye protection for people working with radar equipment, operations room requirements.

CENTRE. By: Ben Mooy, Digital

Article from IFATCA Journal "The Controller" vol. 16 nr. 1 page 34-36. Description of the possibilities of this ATC simulation centre for training as well for research in control procedures.

SC IV 77/134 (E) PROBLEMS IN AIR TRAFFIC MANAGEMENT IV. COMPARISON OF PRE-EMPLOYMENT JOB-RELATED EXPERIENCE WITH APTITUDE TESTS AS PREDICTORS OF TRAINING AND JOB PERFORMANCE OF AIR TRAFFIC CONTROL SPECIALISTS. By: David K. Trites and Bart B. Cobb, Civil Aeromedical Research Institute, Federal Aviation Administration, Oklahoma City, Oklahoma, USA. CAR I Report 63-31.

A study of over 700 en-route and terminal air traffic control specialist trainees revealed that different kinds of pre-employment job-related experience had differential value for the prediction of training performance. In general experience directly related to ATC work was a positive predictor; experience related to communications and piloting was negative.

SC IV 77/135 (E) PROBLEMS IN AIR TRAFFIC MANAGEMENT V. IDENTIFICATION AND POTENTIAL OF APTITUDE TEST MEASURES FOR SELECTION OF TOWER AIR TRAFFIC CONTROLLER TRAINEES. By: Bart B. Cobb, Civil Aeromedical Research Institute. F.A.A. Office of Aviation Medicine, Oklahoma City, Oklahoma, USA, Report no.

AM 65, 19 July 1965, 9p.

A study of over 200 terminal air traffic control specialists indicated that their training performance could be well predicted by a composite of 4 aptitude tests measuring: numerical ability-non verbal abstract reasoning-ability to solve simplified air traffic problems and verbal abstract reasoning. Preemployment experience directly related to ATC was also found to contribute to the prediction of training performance.

SC IV 78/1 (E) DEVELOPMENT OF NEW SELECTION TESTS FOR AIR TRAFFIC CONTROLLERS. By: John T. Daily, PH. D. and Evan W. Pickrel, Ph. D. Office of Aviation Medicine, F.A.A. Washington D.C. USA, Dec. 1977, Report FAA-AM-77/25, 10p-55gr.

Report describes the development of a new Multiplex Controller Aptitude Test for initial screening of air traffic controller applicants. The available data indicate that this new and customized instrument promises to be a significant improvement over the existing battery for screening FAA air traffic control applicants.

Work Environment SC IV 76/11 (D) UNTERSUCHUNGEN DES FLUGMEDIZINISCHEN INSTITUTS IN FORSTENFELDBRUCK OBER FEHLREAKTION. (Studies on decreased reactions by the aeromedical institute in Fiirstenfeldbruck) By: Dr. G. Schmith, Frankfurt, Germany, Sep. 1968, 2p10gr.

A recommendation is made on work/resttime as a result from the findings of the studies. Also a double manning of the control posts is mentioned.

SC IV 76/14 (D) BIOLOGISCH RITME EN PLOEGENARBEID. (Biologic rhythm and shift work). By: Dr. P. Colquhoun, Aug. 1968, 2p-10gr.

Article published in "Management and Technology", Amsterdam, Aug. 29 1968.

Report on tests of shiftworkers with the emphasis on biologic rhythm and the occurrence of mistakes. An emphasis was also made on night shifts.

SC IV 76/15 (G) VERBESSERUNGSMOGLICHKEITEN BEi DER ANPASSUNG DER GER~TE UND BETRIEBLICHEN BEDINGUNGEN AN DIE ERFORDERNISSE DES MENSCHEN IM FLUGSICHERUNGS-KONTROLLDIENST FOR EINE OPTIMALE LEISTUNG IM INTERESSE DER FLUGSICHERHEIT. (Possibilities to improve the adaptation of equipment and procedures to the requirements of the human being working in air traffic control in order to reach an optimal

44

SC IV 77/11 (E/F) WORKING AGREEMENT. Canada, C.A.T.C.A., 1974, 87p-60g.

Agreement between the Treasury Board and the Canadian Air Traffic Control Association.

SC IV 77/125 (E) ENVIRONMENTAL FACTORS AFFECTING THE CONTROLLER. By: Dr. Victor B. Maxwell. Symposium on "Stresses of the Air Traffic Control Officer" (latest developments). England, Manchester, 10/11 April 1976, 5p.

As member of the Medical Advisory Board of the British Guild, the author describes a questionnaire and their findings leading to the following recommendations: A) legal limitation on working hours B) accommodation upgraded (chairs e. g.) C) what are reasons for "loss of picture" D) to look for manifestations of early stress before the harmful stage has been reached.

Early Retirement and Pension SC IV 75/2 (E) THE EARLY RETIREMENT BILL, REPORT OF THE 92d CONGRESS. By: Government of the USA, Jan. 1972, 8p-40g.

Problems of early retirement and possibilities of retraining of the Air Traffic Controller in the USA. Explanation of the Early Retirement Bill given by Mr. R. Campbell (which was issued in the CATCA Journal).

SC IV 75/3 (E) THE EARLY RETIREMENT REGULATION. By: The Government of the Netherlands, Sept. 1969, 2p-10g.

Translated and abridged from Dutch, gives the essential information on early retirement regulation for the Air Traffic Controller in the Netherlands (the regulation is not ideal, but acceptable).

SC IV 75/4 (G) FROHPENSION FOR FLUGLOTSEN. (The early retirement regulation for Air Traffic Controllers). By: The Government of the Federal Republic of Germany, Aug. 1974, 5p-25g.

From an article published in "Der Flugleiter" (official magazine of the GATCA).

Follows in detail the words and reasoning for the new early retirement law.

SC IV 76/26 (E) ATC-CAREER LEGISLATION - FACTS AND FIGURES. By: The Dep. of Transport, Federal Aviation Administration, USA, 1972, 5p-25g.

Some background information published through a special FAA-intercom on the legislation of a new act in the USA concerning early retirement and special second career.

SC IV 76/27 (E) ATC-CAREER ACT. By: The Congress America, Jan. 18, 1972, 5p-25g.

of the United States of

The original text of the legislation as passed in the Congress dealing with the early retirement and second career training of the Air Traffic Controllers in the USA.

SC IV 76/28 (E) REPORT OF THE PATCO/FAA SECOND CAREER - EARLY RETIREMENT REVIEW COMMITTEE. By: Professional Air Traffic Controllers Organization, PATCO Washington, USA, Aug. 6/10 1973, 26p-130g.

A report to the employer for appropriate action on necessary modifications or amendments on the ATC-Career implementation.

SC IV 77/3 (D) EARLY RETIREMENT FOR ATCOS IN BELGIUM. By: Gemeenschappelijk Front (Trade Union). Belgium, 1971, 57p-285g.

Study on the subject for early retirement and proposal how to implement.

Medical, Physiological and Psychological SC IV 75/1 (E) STRESS AND THE AIR TRAFFIC CONTROLLER. By: Dean A. Danzell, Auckland Airport, New Zealand, 1971, 24p-120g.

Review of literature on stress interpreted in terms of N. z. ATC personnel for the N.Z. ATC Association. Covers almost every problem area. even those on which no literature is available-lists 52 refs.

SC IV 76/3 (E) MEDICATION AND AIR TRAFFIC CONTROL. By: Civil Aviation Authority Medical Branch, Aeronautical Information Service. Pinner, Middlesex, United Kingdom, Feb. 1974, 2p-10g.

Published as Aeronautical Information Circular, UK 15/1974, 25th Feb. gives guidance on the effects of medication on work performance, since there is proof that many flying accidents and incidents have occurred as a result of pilots flying whilst medically unfit. A parallel can be drawn in ATC. Some types of medicine are presented.

SC IV 76/6 (E) THE EFFECTS OF A STIMULANT DRUG ON AN AIR TRAFFIC CONTROL TASK. By: Med. Dr. L. R. C. Haward, University of Surrey, England, 1967, 5p-25g.

Published in "Flight Safety" vol. 1 nr. 2 1967. A study on mental fatigue and loss of vigilance in air traffic control tasks. Loss of efficiency due to anxiety or fatigue? Findings on working- and rest time.

SC IV 76/9 (G) DIE PHYSIOLOGISCHEN UND PSYCHOLOGISCHEN PROBLEME DES RADARBILDSCHIRMS. (The physiological and psychological problems of the radarscope). By: Dr. M. V. Strumza, Germany, 1961, 6p-30g.

A contribution to the Three Nations Congress on Prevention of Collisions, May 1961, Dusseldorf. The author describes the different problems existing amongst personnel working with radar equipment. Emphasis is made on the radiation aspects, the work in a small dark room, the responsibility feeling.

SC IV 76/20 (E) JOB STRESS - HIDDEN HAZARD. By: Phyllis Lehman, U.S. Dep. of Labour, Occupational Safety and Health Administration, USA, 1974, 8p-40g.

Article published in "Job Safety and Health" vol. 2 nr. 4, April 1974. A report on job-related illnesses in the USA. Job stress can make a worker ill, accident prone and less productive. The job of Air Traffic Controller is the central one in this report, which offers some suggestions for management to alleviate the situation.

SC IV 76/21 (E) PSYCHOLOGICAL AND PHYSIOLOGICAL ILLNESS IN AIR TRAFFIC CONTROL SPECIALISTS: WHAT TO LOOK FOR? By: Med. Dr. W. Wayne Sands, American Academy of Air Traffic Control Medicine, St. Charles, Ill. USA, 1971, 2p-10g.

Article published in "The Examiner" Summer 1971 in which the editor presents a list of most occurring diseases, which require special attention from the medical side.

SC IV 76/22 (E) HYPERTENSION, PEPTIC ULCER AND DIABETES IN AIR TRAFFIC CONTROL. By: M.D.'s Sidney Cobb and Robert Rose. American Medical Association USA, 1973, 4p-20g.

Article published in "Journal of the American Medical Association" April 23, 1973, vol. 224 nr. 4. Report of research on aeromedical examinations on 4325 controllers which supports the hypothesis that the work of Air Traffic Controllers is stressful and leads to excess illness. Graphs and reference list included.

SC IV 76/23 (G) STRESSUNTERSUCHUNGEN AN FLUGSICHERHEITSPERSONAL UND MASSNAHMEN ZUR STRESSVERHOTUNG. (Research on stress amongst air traffic control personnel and action to prevent stress). By: Prof. Dr. Phil. Dipl. Psych. Dr. J. Geratewohl, 1971, 4p-20g.

Article published in "Der Flugleiter" (The Controller), journal of GATCA. Research on stress in the USA and the resulting action in the field of recruiting, training, work environment, work-rest scheme.

SC IV 76/30 (E) STRESS AS A PRECIPITANT OF DISABILITY. By: Williard Boaz MD. 1973, 10p-50gr.

D.

A lecture held at the Second Annual Seminar on Stress of the American Academy of Air Traffic Control Medicine, Chicago, June 15-17, 1973. Observations suggest that not only the state of health prior to the stress is significant, but even more revealing is the prior experience of handling stressful situations. Therefore training of the individual Air Traffic Controller is necessary in a way how to determine stress factors, to understand them and the most important how to cope with them.

SC IV 76/31 (E) STRESS IN THE JET AGE. By: William M. Rutherford M.D. 1973, 7p-35g.

A lecture held at the Second Annual Seminar on Stress of the American Academy of Air Traffic Control Medicine, Chicago, June 15-17, 1973, on stress amongst the airline pilots and the medical examinations in the USA.

SC IV 76/32 (E) STRESS AND STRESS DISEASE AMONGST AIR TRAFFIC CONTROLLERS. By: Richard R. Grayson M.D. May 19, 1970, 11p-55g.

Personal observations of Dr. Grayson on patients being Air Traffic Controllers with high scores in the peptic ulcers and acute anxiety state. Gives some proposals in the solution of some stress producing elements: agressiveness, controller-supervisor relationship, administration relationship and research of the FAA.

SC IV 77/106 (E) PERSONALITY DIFFERENCES BETWEEN MALE AND FEMALE AIR TRAFFIC CONTROLLER APPLICANTS. By: Samuel Karson and Jerry W. 0. Dell, Eastern Michigan University, Ypsiland, Michigan, USA, 1974, 3p-80g.

In this article published in "The Journal of ATC" Nov.-Dec. 1974, based on a comparative study of female and male air traffic control trainees, the authors arrived at the conclusion that the person applying for an ATC position has essentially the same personality structure, whatever her/his sex may be.

SC IV 77/107 (E) AIR TRAFFIC CONTROLLERS TELL IT LIKE IT IS. By: Ph. Dr. Roger C. Smith. Aviation Psychology Laboratory, Civil Aeromedical Institute, FAA, USA, May-June 1974, 6p-80g.

Article published in "The Journal of ATC" answers questions on: what kind of individuals comprise the controller side of the ATC system? Considerations on controllers in myth and reality. Job related attitude.

SC IV 77/108 (E) PHYSIOLOGICAL RESPONSES IN AIR TRAFFIC CONTROL PERSONNEL. HOUSTON INTERNATIONAL TOWER. By: C. E. Melton, J. M. McKenzie, David B. Polls, Marlene Hoffman and J. T. Salvidar Jr. FAA Office of Aviation Medicine, Civil Aeromedical Institute, Oklahoma City, USA, Dec. 1973, 19p-100g.

Report no. FAA-AM-73-21. Biochemical and physiological indices of stress showed that the level of stress of 16 ATCO's of Houston Tower was indistinguishable from that of control populations. Groups showed about the same degree of adaption, shifts were compared. Either air safety or controllers' well-being is in question.

SC IV 77/109 (E) PHYSIOLOGICAL RESPONSES IN AIR TRAFFIC CONTROL PERSONNEL. O'HARE TOWER. By: C. E. Melton, J. M. McKenzie, David B. Polls, G. E. Funkhouser, and P. F. lampietro. FAA Office of Aviation Medicine, Civil Aeromedical Institute, Oklahoma City and Aerospace Medical Research Department U.S. Naval Air Development Center, Johnsville, Pennsylvania, 1971, 11p-55g.

Physiological and biochemical measurements were made on 22 O'Hare TWA ATCO's during different shifts, medical findings were compared to normal people, schizophrenics and combat pilots. Report FAA-AM-71-2.

SC IV 77/110 (E) PHYSIOLOGICAL BIOCHEMICAL AND PSYCHOLOGICAL RESPONSES IN AIR TRAFFIC CONTROL PERSONNEL: COMPARISON OF THE 5-DAY AND 2-1-1 SHIFT ROTATION PATTERNS. By: C. E. Melton, J. M. McKenzie, R. C. Smith, B. D. Palis, E. A. Higgins, S. M. Hoffmann, G. E. Funkhouser and J. T. Salvidar.

FAA Office of Aviation Medicine, Civil Aeromedical Institute, Oklahoma City, USA, Dec. 1973, 16p-80g.

Report no. FAA-AM-73-22. Psychological Anxiety, Sleep.

tests, Stress,

Hormones,

Shifts,

45

SC IV 77/111 (E) EXCRETION PATTERNS OF AIR TRAFFIC CONTROLLERS: By: H. B. Hale, B. N. Smith, E. W. Williams and C. E. Melton Jr. FAA, Aeronautical Center, Oklahoma City, USA, 1971, 11p-55g.

tive ergonomics, attitude Air Traffic Controller closely resembles paranoia, job rotation.

Report no. FAA-AC-71-5637.Study on attempts to measure stress intensities by means of urinary epinephrine a. o. of Air Traffic Controllers at O'Hare and other aviation professions.

Defines: performance, workload and stress. Reasons the measuring of each item and describes the claimed available methods for doing so.

SC IV 77/112 (E) NEUROENDOCRINE AND METABOLIC RESPONSES TO INTERMITTENT NIGHT SHIFT WORK. By: H. B. Hale, E. W. Williams, B. N. Smith and C. E. Melton Jr. FAA Aeronautical Center, Oklahoma City, USA, 1971.

Report no. FAA-AC-71-5639.Study on the psychological responses to rotating shift work; changes in work/sleep schedules.

SC IV 77/12 (E/F) AVIATION PSYCHOLOGICAL RESEARCH. By: Western Europe Association for Aviation Psychology, 1967, 130p-375g.

Report on the 7th Conference Including: Human engineering, problems of air traffic control tasks, mental load and learning behaviour in manual tasks.

SC IV 77/13 (E) STANDARDS OF ACCEPTABLE LOAD IN ATC TASKS. By: J. W. H. Kalsbeek, Laboratory for Ergonomics, T.N.O. Holland, Delft, 1971, 10p-25g.

SC IV 77/122 (E) STRESS ON AIR TRAFFIC CONTROLLERS: EFFECTS OF ARTS - Ill. By: C. E. Melton, R. C. Smith, J. M. McKenzie, S. M. Hoffmann and J. T. Salvidar. FAA, Nov. 1976, 10p-50g.

Medical report no. FAA-AM-76-13 on the measurements of stress before and after implementation of the Automated Radar Terminal Systems Ill at Los Angeles and Oakland. Total stress increased, leads finally to the assumption that time of implementation was too short (5 months).

SC IV 77/124 (E) STESSES ON THE AIR TRAFFIC CONTROL OFFICER (LATEST DEVELOPMENTS). By: University of Manchester·arjd the British Guild of Air Traffic Control Officers, Manchester, England, 10/11 April 1976, 83p-465g.

Report of a symposium where papers were presented dealing with different approaches of the stress problem s.a.: n/126 B. L. Watkins: Stress on the Air Traffic Control Officer. n/127 C. E. Melton: Biochemical and Physiological Estimates of Stress on United States Air Traffic Controllers.

77/128 J. W. H. Kalsbeek: Some Aspects of Stress measurements on Air Traffic Control Officers at Schiphol Airport. n/130 W. Rohmert: Determination of Stress and Strain of ATCO's. n/129 V. D. Hopkin: Performance, Workload and Stress. n/131 M. E. Carruthers: Risk Factor Control. n/132 A. E. Wagstaff: The Dilemma of the Middle-Aged Controller.

The report presents the discussion on the papers and closing remarks.

SC IV 77/126 (E) STRESS ON THE AIR TRAFFIC CONTROL OFFICER. By: B. L. Watkins, 6p.

Paper written for the IFATCA by "Wally" Watkins and dealing for a part with New-Zealand ATC situation. He discusses the four aspects of stress on the controller: the administration who administers stress to the controller, the medical profession which alleviates on the controller, the pilot who is affected by stress on the controller and the controller who suffers stress. Controlstress, medical examination-stress, OTJ training-stress and emergency-stress.

SC IV 77/127 (E) BIOCHEMICAL AND PHYSIOLOGICAL ESTIMATES OF STRESS IN UNITED STATES AIR TRAFFIC CONTROLLER: By: Dr. Carlton E. Melton.

Description of tests performed in the field of electro-cardiographic recorders, urine specimen (rest/work), discussing shift-rotation 2-2·1 and straight 5 day pattern. Discussing implementation of ARTS Ill.

SC IV 77/129 (E) PERFORMANCE WORKLOAD AND STRESS. By: Dr. V. D. Hopkin.

SC IV 77/130 (E) DETERMINATION OF STRESS AND STRAIN OF AIR TRAFFIC CONTROLLERS. By: Prof. Dr. W. Rohmert.

Analysis of the tasks of the controller, field studies at Frankfurt Airport and examples of the results. Three starting points In evaluating the controller's input and his share in the ATC system: A) demands of the task-special kind of job evaluation, B) qualifications of the ATCO, C) capacity of the ATCO.

SC IV 77/131 (E) RISK FACTOR CONTROL. By: Dr. M. E. Carruthers.

Possible measures to avoid problems In ATC with regard to stress. Three factors: Selection, Training and Attention to working conditions. Early warning signs of stress related disorders.

SC IV 77/132 (E) DILEMMA OF THE MIDDLE-AGED CONTROLLER. By: Dr. A. E. Wagstaff.

Working period for an ATCO is 30-40 years, control of traffic changes with time. Question: will the personality type chosen now, be the right type for 20 years hence? Personality assessment, Job stressors, job satisfaction, physiological and psychological ageing process.

SC IV 77/133 (E) INDEX TO FAA OFFICE OF AVIATION MEDICINE REPORTS 1961 THROUGH 1976. By: La Nelle, E. Murcko, J. Robert and J. Dill, M.D.'s. Civil Aeromedical Institute, FAA, Oklahoma City, USA, Jan. 1977, 63p-160g.

Report FAA-AM-n-1. Index to Office Aviation Medicine Reports (1964-1976) and Civil Aeromedical Research Institute Reports (1961-1963), presented as a reference for those engaged In aviation medicine and related activities. Provides a listing of all FAA aviation medicine reports published from 1961-1976, by year, number, author, title and subject.

Automation, Man and Machine SC IV 76/4 (D) THE AIR TRAFFIC CONTROLLER IN AIR TRAFFIC CONTROL. By: lr. C. K. Pasmooy, Royal Institute of Engineers, The Hague, The Netherlands, May 1975, 5p-25g.

Article published in "De lngenieur" (The Engineer), the official magazine of the Royal Institute, vol. 87, no. 19, May 9, 1975. An Analysis on the human being controlling air traffic and his function in the development phase of a new air traffic control system as a system component. Human capacity, manmachine relation, optimal workload are dealt with.

SC IV 76/5 (E) FUTURE AIR TRAFFIC CONTROL SYSTEMS. A PRELIMARY STUDY. By: Air Traffic Control Systems Committee, British Air Line Pilots Association, Guild of Air Traffic Control Officers and Royal Aeronautical Society, London, United Kingdom, April 1974, 48p-240g.

A system design study undertaken by the principle users. Part 4 is dealing with the human and environmental considerations, followed by appendices C and E, which are dealing with the broad headings and equipment, the ambience and the psychological and organisational factors.

SC IV 76/8 (E) ATC SYSTEM ERROR. By: F. G. O'Connor and G. Pearson, USA 1967, 2p-10g.

Published in "Flight Safety" vol. 1, no. 2, U. K. 1967. Abstract from FAA report AM 65-10. A study on an incident reporting system which will give a correct feedback on the system weaknesses. A system is composed of man, machine and procedures.

SC IV 77/128 (E) SOME ASPECTS OF STRESS MEASUREMENTS ON AIR TRAFFIC CONTROL OFFICERS AT SCHIPHOL AIRPORT. By: Dr. J. W. H. Kalsbeek.

SC IV 76/10 (G) DER FLUGLEITER, MENSCH ODER AUTOMAT? By: Dr. Ing. Hans J. Zetzmann, Federal Republic of Germany, 1961, 6p-30g.

Paper describes current thoughts about mental loads in ATC. Measure of mental work load compared with work physiology, decision capacity, preven-

The Air Traffic Controller-Human Being or Computer? A contribution to the Three Nations Congress on Prevention of Collisions, May 1961, Diisseldorf.

46

The author describes the problems in air traffic control with regard to the continuing process of technology versus the ATCO.

SC IV 76/17 (E) A COMPUTERIZED SKY - TOMORROW'S AIR TRAFFIC CONTROL. By: Edgar E. Ulsamer, Ass. Ed. of Aerospace International, USA, Sep/Oct 1970, 8p-40g.

Article from "Aerospace International" in which the author describes the plans of the Federal Aviation Agency for the coming decade in the field of automation in ATC. Switching from a people intensive system into a machine intensive system.

SC IV 76/25 (E) THE AIR TRAFFIC DILEMMA AND POSSIBLE CURES. By: The International Federation of Air Traffic Controllers' Associations, London, U.K., Nov. 1969, 14p-70g.

Paper presented at the British Air Line Pilots Association Symposium: Challenge of the 70's-Air Transport's growth with regularity and safety.

Although a more technical paper, subjects as automation (10-13) and professional ATC advise (40-44) are of interest in the professional field.

SC IV 76/29 (E) AUTOMATION MAY SOLVE AIR TRAFFIC CRISIS. By: Theodore R. Kornreich, Bee, Ph, D, Ms. 1973, 8p-40g.

Published in the "North Western University News" Ill, USA. Automation which takes place of human observation effort and decision can increase or decrease stress and can lead to more tolerable working environment.

SC IV 77/15 (E) SOFTWARE PLANNING IN SEMI-AUTOMATED Messerschmitt-Bolkow-Blohm, 1973, 20p-150g.

SYSTEMS. By:

Human performance analysis as basis for a software planning in semi-automated systems.

SC IV 77/117 (E) MORE ABOUT THE USE OF THE COMPUTER AS A TEACHING TOOL FOR THE TRAINING OF STUDENT AIR TRAFFIC CONTROLLERS. By: C. E. Krug, Director Eurocontrol Institute of Air Navigation Services, Luxembourg, 1976, 3p.

Article from IFATCA journal "The Controller" vol. 16, no. 1. Use of the "Institute" simulator as a teaching tool; reality in simulated working conditions; training process connected to the trainee as an individual; multiple choice programme using the computer.

Miscellaneous SC IV 75/8 (E) AIR TRAFFIC CONTROL IN NEW ZEALAND. By: B. Watkin, Auckland International Airport, New Zealand, 1973, 37p.

Published in "The Controller" May/Aug. 1974. Aim of the report to show there is a requirement for statistical recording of air traffic.

SC IV 76/19 (D) OMGAAN MET CONFLICTEN IN ORGANISATIES (Managing Intergroup Conflicts in Organisations). By: Drs. H. W. von Sassen, Holland, 1971, 8p-40g.

Article published in "lntermediair" Jan. 8, 1971. The author tries to give an answer on the fact that there is a growing tendency In number and seriousness of conflicts in organisations and society, He describes the negative and positive points of such conflicts and gives a possible solution "to control" these.

SC IV 77/2 (E) REPORT ON ACTIVITIES. By: International Transport Workers' Federation ITF, Maritime House, London SW4, England, 1971/72/ 73/74, 173p-300g.

Report of disputes and industrial action e. g. French ATCO's dispute.

SC IV 77/8 (E) INTERNATIONAL CIVIL AVIATION SEMINAR. By: Trade Union of Transport Workers Secretariat, Czechoslovakia, 1971, 161p220g.

The declarations adopted and speeches made by the participants in the seminar, held In Moscow, 7/10 Sep. 1971.

SC IV 77/101 (E) RECENT EVENTS AND DEVELOPMENTS AFFECTING THE PUBLIC SERVICE. General Report by: The International Labour Organisation, Geneva, Switzerland, 1975, 100p-180g.

Report prepared for the second session of the Joint Committee on the Public Service, covering various aspects of the public servants. ATC has not been mentioned.

SC IV 77/102 (E) CONDITIONS OF WORK AND EMPLOYMENT OF PUBLIC SERVICE PERSONNEL OF LOCAL, REGIONAL OR PROVINCIAL AUTHORITIES. By: The International Labour Organisation, Geneva, Switzerland, 1975, 61p-110g.

Report prepared for discussion at the second session of the Joint Committee on the Public Service, dealing with general information of local, regional or provincial public servants.

SC IV 77/103 (E) DISCIPLINARY CODES AND PROCEDURES IN THE PUBLIC SERVICE. By: The International Labour Organisation, Geneva, Switzerland, 1975, 66p-125g.

Report prepared for the second session of the Joint Committee on the Public Service, giving a general outline of the principal types of disciplinary systems operating in the public service throughout the world, identifies the problems involved and suggests some possible solutions.

SC IV 77/104 (E) SUSCEPTIBILITY TO ANXIETY AND SHIFT DIFFICULTY AS DETERMINANTS OF STATE ANXIETY IN AIR TRAFFIC CONTROLLERS. By: Roger C. Smith and C. E. Melton, FAA, Civil Aeromedical Institute, Oklahoma, USA, 1974, 3p-80g.

Article published in "Journal of ATC" Nov./Dec. 1974, page 5/6/7, the authors arrived at the conclusion that there is a definite relationship between the judged difficulty of shifts and the amount of anxiety. Air traffic control even at its least demanding is still somewhat anxiety-rousing.

SC IV 77/105 (E) CANDIDATES FOR ACCIDENTS. By: Jerome Lederer, USA, 1975, 1p-80g.

Article in "FI ight Magazine". Brief description on the relationship between personal stress, disease or accident precipitating behaviour.

SC IV 77/9 (F) ATCO CAREER IN FRANCE. By: Syndical National des Controleurs du Traffic Aerien. France, 1974, 72p-50g.

Le controleur: les droits, son statut, son avenir?

SC IV 77/10 (F) SECURITE AERIENNE. By: S.N.C.T.A. France, 1965, 20p-60g.

La Securite Aerlenne, est-elle 19p-50g.

assuree? Translation

in English available:

SC IV 77/14 (E) EVALUATION PLAN FOR JOBS ALLOCATED TO ATC. Canada, 83p-525g.

SC IV 77/144 (D) AANSPRAKELIJKHEID VAN OVERHEID EN VERKEERSLEIDERS BIJ AKTIES VAN VERKEERSLEIDERS. (Liability of the government and ATCO's in case of industrial actions by the ATCO's).

By: D. E. v. d. Heuvel, Utrecht University, The Netherlands, Sep/ Oct. 1976, 45p.

In this thesis the author discusses the liability of the different parties involved in an industrial action (work to the books, slow go, sick out, strike) of ATC. Different examples from Canada, France, W-Germany and Holland has been mentioned; in particular the German and Dutch Cases.

SC IV 77/115 (E) ONE LANGUAGE, OR MORE IN AIR TRAFFIC CONTROL. By: G. J. de Boer, Past Editor of "The Controller" 1977, 6p.

Article from IFATCA journal "The Controller" vol. 16, no. 1, Feb. 19IT page 21-26. Presentation of both supporters and opponents of bi/multf/unilingual.

ATC makes it clear that a world concencus on this issue Is not easy to obtain.

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SC IV 77/116 (E) AIR TRAFFIC CONTROL IN JAPAN. By: Norimoto Nahada, Japan, 1976, 5p.

General Information on ATCS in Japan in an article of IFATCA journal "The Controller" vol. 16, no. 1, Feb. 1977, page 6-10.

SC IV 77/119 (E) AIR TRAFFIC CONTROLLERS ASSOCIATION MOROCCO IN IFATCA. By: Morocco Association des Controleurs de la Navigation Aerienne, 1977, 2p.

General information on ATCS in Morocco in an article "The Controller" vol. 16, no. 1, Feb. 1977, page 52-53.

in IFATCA journal

SC IV 77/120 (E) AIRCRAFT ACCIDENT INQUIRY IN THE NETHERLANDS, A COMPARATIVE STUDY. By: Aart A. Van Wijk, Dr. in Law, Deventer, The Netherlands, 1974, 419p-750g.

his present role as Chief of A.T.C. at the C.I.A.A.C. - the Mexican Government school which conducts courses under the auspices of I.C.A.O. in A.T.C., Telecommunications and other Aviation subjects.

Mexico, and Carlos in particular are justly proud that for the time in the Carribbean / Central American Region, one latin American country is now able to teach other Latin Americans in a common language.

From appraisals by his colleagues, the Controllers he has trained and those who pass through the School in the future, have not only an excellent teacher, but an "example" of the highest standard in our profession.

During a dinner given by the Controllers at the close of the Executive Board visit to Mexico, Carlos lriondo presented to the Federation two of his books, each of which has an accompanying cassette. The books were inscribed by the author- "A Symbol of Friendship and Goodwill."

Each book and the cassette gives a complete course of instruction in both Spanish and English together with quiz pages, Examination papers and answers.

These Books and Cassettes are now available from the IFATCA Secretariat on loan, please use carefully, and return as soon as possible for use by others.

Ted Bradshaw

A successfully defended doctoral thesis. Aviation accident investigation procedures should be free of discipline roots. Recommends a system of voluntary incident reporting without fear of sanctions, be introduced in ATC. Introduction of special criminal court for aviation with aeronautical specialists as members of the prosecuting and judicial authorities. Right of appeal on the disciplinary sanctions.

SC IV 77/121 (E) AIR TRAFFIC CONTROLLERS AND THE LAW. RIGHTS AND DUTIES OF AIR TRAFFIC CONTROLLERS IN AIRCRAFT ACCIDENTS AND INCIDENTS. By: Australian Civil Air Operators Officers Association, 1974, 5p.

Published in the CAOOAA Newsletter, vol. 6, no. 1, Oct. 1974, page 1 and 8-11. Presents in short the rights and duties.

SC IV 77/123 (E) THE INTERNATIONAL LABOUR ORGANISATION, I.L.O. By: Ted McCluskey, IFATCA SC VII, Legal Matters 1977, 3p-15g.

Article published in the IFATCA journal "The Controller" vol. 16. no. 2, 1977, page 26-28. The author describes in short history, organisation and functioning of the I.LO. and gives emphasis on the impact the work done by the ILO might have on the profession of ATCO.

SC IV 77/136 (E) ATC SYSTEM ERROR AND APPRAISAL OF CONTROLLER PROFICIENCY. By: William F. O'Connor, Ph. D. and Richard G. Pearson Ph. D. FAA, Office of Aviation Medicine, Civil Aeromedical Institute, Oklahoma City, USA, Report no. AM-65-10 July 1965, 10p.

Suggestions for the design of an ATC incident reporting system aimed at maximizing the amount of corrective feedback to the ATC system, The approach taken is system-orientated more then controller-orientated.

Included is a discussion of a philisophy of corrective and punitive action relative to controller involvement in an incident. Recommendations and examples of format are included for the design of incident-report forms and incident chronology and of a checklist to be used in periodic appraisal of controller performance.

■

Publications Review 1. Procedures and Phraseology for Primary Radar, for PIiots

and Controllers. Procedimientos y fraseoligia de radar primario para pilotos y controladores.

2. Highlights on Aviation Weather Reports for Pilots and Controllers. Texto sobre el Reporte Meteorologico de Aerovia Para Pilotos y Controladores.

by Carlos lriondo. Printed and published in Mexico. Price on application to the author, c/o CIAAC, Mexico City, Mexico.

There are many men who have dedicated their lives to the improvement of the A.T.C. profession, one such man Is Carlos lriondo of Mexico. City.

Carlos completed his training in the U.S.A. during world war two, and after a career as initially an Assistant, later as a TWR/APP and Area Controller combined with Radar, he finally retired as a Watch Supervisor at Mexico City ATCC on April 1st. 1976.

This 30 years was apparently not enough, for in retirement he turned to writing and producing books on ATC related subjects, which in turn led to

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Flugnavigation - Air Navigation CPL - IFR - CVFR Training, by Gunther Sj6sstr6m.

Published in 1978 by VWK - Rybor~ch GmbH, Verlag fur Wirtschafts- und Kartographie-Publikationen, Postfach 6267, D-6050 Offenbach/Main 6.

Resistant paper back, 460 pages, 275 illustrations, indexed, based on current international civil aviation regulations and German Personnel Licensing requirements. Price OM 92,-.

This remarkable German book on air navigation is ideal for self studying and test purposes, as it contains all navigation items required for flight training. Gunter Sjosstrom, trained, licensed and practising marine navigator before he joined the air traffic control service in Hamburg, Germany, since 1967 is a part time teacher for IFR Navigation at a recognised Flying School in Hamburg, From his experience over the past 10 years he collated plenty of training stuff, useful practical hints and guidelines easily to be followed when self-studying the various subjects of air navigation.

The book describes all aspects of air navigation, From the basic geographical orientation facts and procedures, maps and charts, description of navigational aids, radio navigation procedures, technical components of ground and airborne installations, IFR landing aids and procedures, to radar equipment and procedures - just to name a few.

At the end of each of the 14 chapters on the various subjects you will find an average of 10 test questions as likely to expect in the final examinations, to check if you are on the right course. For the relatively high purchase price you get a wealth of information compiled in a reasonable and comprehensive way. It is easy to navigate through the voluminous book as the various subjects are logically and well presented. An index of terms and expressions at the end of the book facilitates quick reference to matters of interest. There is hardly another study book on the market to date that reaches the standard of this excellent Study Guide on Air Navigation. Flying students and teachers alike will profit from the magnificent work of Gunter Sj6sstrom. tee

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., Mont~eal, Quebec, Canada Cardion Electronics, Woodbury, USA Cossor Radar and Electronics Ltd., Harlow, England Compagnie lnternationale Pourl'lnformatique, LeChesnay, France Dansk lmpulsfysik A. S., Holte, Denmark 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 SEL - Standard Elektrik Lorenz, Stuttgart 70, Germany • Societe Artistique Frarn;:aise, 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!1 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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