IFATCA The Controller - 3rd Quarter 1982

JOURNAL OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS

IFATCA

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19,82 AMSTERDAM

BERN. SWITZERLAND

3/82 3RD QUARTER 1982

VOLUME 21

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IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Bern, Switzerland, September 1982

Volume 21 • No. 3

Publisher: International Federation of Air Traffic Controllers· Associations. P.0.B. 196. CH-1215 Geneva 15 Airport. Switzerland Officers of IFATCA: HH. Henschler. President. Lex Hendriks. Vice-President (Technical). E. Sermijn. VicePresident (Professional). Pat O"Doherty. Vice-President (Administration). B. Grezet. Treasurer. E. Bradshaw. Executive Secretary Secretariat: 6 Long lands Park. Ayr KA7 4 RJ Ayrshire. Scotland. United Kingdom Telefon 0292 42114 Editor: A. Avgoustis 5 Athens Str. Ayios Dhometios Nicosia. Cyprus Telefon (021) 4 87 86 Publishing Company and Production Service: •Der Sund'. Verlag und Oruckerei AG 3001 Bern. Effingerstrasse 1, Switzerland Telephone (031) 25 66 55 Printed by: 'Der Sund". Verlag und Druckerei AG. Bern. Switzerland Advertising Sales Office: THE CONTROLLER 5 Athens st. Ayios Dhometios. Nicosia, Cyprus Telephone (021) 4 87 86 THE CONTROLLER. 'Der Sund". Verlag und Druckerei AG (Address as for Publishing Co.)

H. R.H. Prince Bernhard of the Netherlands opening the Technical Exhibition at the Amsterdam Conference

Subscriptions and Advertising Payments to: Account No: PK 7 2 89 2-9. Swiss Credit Bank Balexert Agency. av. Louis Casai 27 CH-1211 Geneva 28. Switzerland Subscription Rate: SFrs. 8.- per annum for members of IFATCA; SFrs 20.- 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· Association (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.

Advertisers KLM- Fokker- Ferranti- MarconiPhilips - Selenia Photos H. Tade. AA. Archives Cartoons Martin Germans

CONTENTS IFATCA '82 Conference The Choice of Technology for ATC Radars SSR Mode S Airbus News News from Plessey Auckland International Airport Com per Swift - CLA 7 News from McDonnell Douglas Europe Positions Itself for Competition

3 33 38 40 41 42 43 44

45

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IFATCA '82 21 st Annual Conference

by Andreas Avgoustis

We are told that more books have been written about Amsterdam than one person could possibly read in his lifetime. Amsterdam, better known as the Venice of the north or the capital of the 1000 activities, had inspired poets, writers musicians and, in our case, 21 years ago, controllers to bring into existence their International Federation, IFATCA. • Amsterdam 1982 came to remind us all of the pioneers who set up IFATCA and of their many efforts in the national and international scene that were expended to pursue and achieve the constitutional objectives that were agreed then. The general feeling and conviction of all the delegates throughout the five-day conference was that a lot has been achieved during the past 21 years, yet there was still more to be done. Cooperation and concerted action had to be the tool by which professional aims would be achieved.

To the Netherlands Guild, the host association, 1982 meant also the Association's 25th Anniversary.

This fact, however, was overshadowed by the presence of the Federation itself and furthermore of the presence of more foreign controllers than the members of the Guild could ever near in number. Using the words of President, H. Harri Henschleron the decision of selecting Amsterdam as the venue to celebrate IFATCA's 21st Anniversary, 'It is particularly appropriate that IFATCA should celebrate its 21 st Anniversary, an age in which in many parts of the world is synonymous with having reached adulthood, in Amsterdam, the city where the Federation was founded in 1961 .'

Sunday evening, 2nd May, the 'meet the delegates' hospitality function of our hosts in the Novotel, gathered the hundreds of controllers, some with their families, from the different parts of the world and excitement built up as colleagues met again or new faces appeared in the scene and were introduced for the first time.

The Conference itself went through the entire scheduled days, 3rd to 7th May, with a particularly

• We have, in our 1I 82 issue, given an historical run-down of how !FA TCAcame into existence to its present stature. It is expected that issue 4182 will host views of the Corporate Members of /FA TCA as to how they saw /FA TCA during the past 2 1 years.

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heavy agenda for Committee A. A great number of exhibition stands had been taken by the Federation's Corporate Members, the ATC hardware sources, with three new Associations joining the fraternity and two applications being turned down.

What, however, made the 21 st Conference of IFATCA a more official event to the people of Amsterdam, more so to the controllers, was the presence of H.R.H. Prince Bernhard of the Netherlands at the opening plenary and the fact that the Prince put the whole Conference under his royal patronage.

3

The Grote Zaal and IFATCA 's Opening Plenary.

Opening Ceremony The most formal and perhaps the most ceremonial phase of the annual conference of IFATCA. The immense 'Grote Zaal' of the RAI (the International Conference Center) on the outskirts of Amsterdam hosted for two hours the 500 international delegates and a large number of distinguished government and other officials. belonging to the aviation activities or communication functions of the Netherlands, all headed by H.R.H, Prince Bernhard. Because of His Royal Highness' interest in aviation he could not resist accepting and put the Conference under his patronage and addressed the Conference at its opening session. The Prince is a keen pilot and a great friend of the air traffic controllers. His speech, which is given below reflects exactly what I mean.

Following a short address of welcome, by the President of the Netherlands Guild of Air Traffic Controllers.

Mr. Sip Koopmans, the word was given to Prince Bernhard to officially open the Conference. The Prince's speech is as follows: 'The aviation industry is in deep trouble. One only has to take a glance at the figures that were published a few months ago by the International Air Transport Association to see how true this statement is.

Airlines that are actually making a profit are hard to find nowadays.

Route networks have to be altered or curtailed, part of the staff has to be 4

furloughed or even fired, options on new aircraft have to be cancelled, operational aircraft have to be sold due lack of funds, etc., etc.

'Consequently, aircraft manufacturers are in trouble too. The decision to launch a new project is difficult to take, due to fast changing forecasts on demand and uncertainty whether new, even more fuel-efficient engines will be available in "x" years' time.

Aircraft manufacturers have to delay projects, have to change specifications or even have to stop production.

'Of course the aviation industry in general will survive, yet some individual companies will not and many others will only just make it, 'However, surviving, let alone recovering, can only be possible if a major effort is made by everyone involved. In this process of getting the aviation industry back on its feet, one of the crucial roles has to be played by the air traffic controller.

'The air traffic controller's business is in the first place aviation safety.

'Safety can never be a certainty.

It requires the right state of mind, experience (to be used), imagination (to foresee and define) and willpower (to progress), Safe air travel will keep passengers' confidence high (and consequently keep the figures on the right side of the balance sheets).

But the profession's demands have not to be met for reasons of safety alone, An integral part of its objectives is the expedition of air traffic, a task which is now being put more firmly on the controllers' shoulders.

This task relates directly to airline efficiency, In modern aviation we still have to put up with A TC ground delays, fuel consuming routes and reroutes, holdings, etc., which means a waste of fuel, time and money. The pressure on the air traffic controller grows as the fuel prices continue to rise, And they may do so for several years to come, There is an increasing demand for optimum flight levels and direct routings.

'Yet this demand can only be met if the air traffic controller is properly equipped and mentally prepared and if a requisite degree of safety can be guaranteed at the same time, 'Though today modern equipment is being put on the market by the aviation industry, the massive investments in modern technology on the flightdeck have for too long not been matched by the improvements to ground facilities in many parts of the world.

'This is not a responsibility of the industry alone.

'The major responsibility lies with governments and administrations, who in the main are the direct employers of the controllers. Failure to make the A TC system adapt to new requirements and failure to establish proper working conditions for the A TC staff, will put at risk not only the expedition of air traffic, but, ultimately, safety itself.

'Quite obviously, proper recognition and the provision of equipment which is ''right for the job'' (which implies specialist input by controllers at all stages of the specification and pro-

curement process), will contribute to preventing labour strife with all its negative input on the industry and the air traveller. We have seen many of these disruptions during the last decade and a half. They have been a sign that problems had been simmering in the background which, if they had been solved in time, would have saved all parties concerned many a headache.

'So you might conclude that if we could "only" have enough well trained, currently practiced, well equipped, healthy and properly rewarded controllers all over the world, our problems would be solved. Yet, achieving this is not as simple as it may sound. But is it a Utopia? I do hope and think it's not.

'Members of the Board, Directors.

Your Federation endeavours to bring about such a safe and efficient worldwide A TC system. Those pioneers in Europe who first conceived the idea of a European Federation - soon to become worldwide-, did realize that the objectives, functions and problems of the air traffic controllers were of a similar nature, irrespective of their nationalities and that these could only be mastered and solved by common efforts in close international cooperation. '/FATCA 's perseverance to discover problems, get them recognized and solved has been and will be important and demanding. One of the Federation's main objectives will continue to be maintaining a constant interchange and input of ideas with organizations such as !CAO, IA TA,

IFALPA, the !LO as well as national governments and administrations.

'During the past 2 7 years since the inaugural conference here in Amsterdam in 796 7, a path has been paved.

Yet the distance to be covered is long and many a problem will lie ahead.

The solution will only come about if the Federation continues to communicate to the world the unique requirements of the profession.

'In the interest of aviation, sincerely wish that from this 2 7st Conference on, which I now officially declare open, you will reach all your professional objectives, so that air traffic controllers can indeed play an important part in the improvement of air traffic safety and efficiency. ' Following Prince Bernhard's official opening of the Conference, the next guest speaker was the State Secretary of Transport and Public Works, Mr. J.C. Th. van der Doef who said the following: 'ft is not by accident that this 2 7st Conference of IFATCA takes place in the historic city of Amsterdam. The Netherlands Guild of Air Traffic Controllers this year celebrates its 25th anniversary. This offered an excellent occasion for inviting this year's IFATCA Conference to the Netherlands and to the city where it was founded 2 7 years ago, the age which has become symbolic for reaching maturity. 'ft is not customary for organisations to celebrate this event of , 'coming of age,'. This return of !FATCA to its point of departure has however provided you an opportunity

to look back at the 2 7 years which have elapsed since your foundation.

The first issue of the 2 7st volume of your excellent journal "The Controller" gives the uninitiated reader an idea of your Federation's explosive development from an idealistic initiative to its present position of an established international organisation in the field of aviation.

'This position has certainly not been gained just by your mere existence. The importance of air traffic control in aviation has grown ever since in 7950 the International Civil Aviation Organisation adopted its first set of Standards and Recommended practices for Air Traffic Services in Annex 7 7 to the Convention on International Civil Aviation. Your professional contributions to the developments in this field have over the years been acknowledged by /CAO. This in turn has facilitated your acceptance by governments of individual member States of !CAO. 'ft is not without some national pride that I noticed the active involvement in this process of your member association in the Netherlands. The Department of Civil Aviation in this country has over the years lent its support to these professional international activities of the Netherlands Guild, even if it did not always agree with the Federation's policies and activities. 'ft is no secret that in 796 7 IFATCA was not fullhearted!y welcomed by the individual Member-States of !CAO, which foresaw difficulties in their relationship with air traffic controllers,

IFATCA 's Executive Board at the Opening Plenary.

5

Italian Delegates: Piero Gugnoni, Andrea Luise and Piero Meledandri.

Civil Aviation authorities are responsible for the promotion of the complete field of civil aviation, as an important part of the international transport system. A part of this is the provision of Air Traffic Services with all it entails in the form of facilities and personnel, for the provision of which the State has accepted international responsibility. Air traffic controllers form an essential part of an air traffic control system: they give form to the endproduct of the system. As such they are directly or indirectly employed by the State. The apprehension felt by !CAO Member-States was voiced by the Netherlands Director-General of Civil Aviation in his opening address at the Inaugural Meeting of IFATCA when he said, and I quote: "Aviation is since long no national matter. The establishment of an international federation of air traffic controllers associations is therefore a logical step, if and I would stress this again, if it is the aim to enable the national associations to widen their range of vision, to study jointly the problem of interest for the development of the air traffic control art and last but not least, to create a better understanding and good fellowship among controllers serving international aviation. " 6

'The objectives of your Federation have from the outset been in conformity with this statement and are summarized in your Convention as: 7. ''the furtherance of safe and efficient air navigation" and 2. "the protection of their common professional interests''.

'The first objective is of course completely in line with the technical objectivities of !CAO as laid down in Article 3 7 of the Convention on International Civil Aviation, pursuant to which all Annexes to the Convention are adopted by !CAO and implemented by its Member-States.

'The second objective, your common professional interests, need not necessarily and indeed should not be in contradiction to the first. A number of unfortunate events in the last decade have however provided evidence that these two main objectives of /FA TCA, to which your member associations have pledged their support, may indeed be contradictory to each other if and when the interests of controllers are given priority over the interests of aviation as a whole. Last year's events in the USA formed an unfortunate climax to this trend Different as one may think about this conflict, there will be not disagreement on the fact that it had a very

damaging effect all over the world on the image of the air traffic control profession.

'Over the years your endeavours have been directed at gaining public recognition of your occupation as a profession.

Professional status, however, is not achieved simply by resolutions or decrees of authoritive bodies or persons. It can only by gained progressively by commending attention and respect for your valuable contribution to the safety of air traffic.

The aviation world is aware of the importance of the air traffic services provided by States and the role of the air traffic controller therein.

'Aviation, however, covers a great many fields. witness the 78 subjects of the Annexes of !CAO. It would be unwise for any group employed within these different fields to claim unique responsibilities for aviation safety. The high standard of safety in air transport is a result of the devoted efforts of all sectors in aviation. This also holds true in the limited field of air traffic services where many disciplines combine efforts to guarantee the safety of operation. A certain amount of modesty in your claims certainly would not harm your endeavours for recognition whithin the world of aviation.

'The rising costs of fuel have had an enormous impact on the aviation industry, but so have the rising costs of air traffic services, which increasingly have to be borne by this industry. In an Aide Memoire, IATA already in 7980 stated and I quote: "the cost of enroute charges on some routes is approaching the cost of fuel: on short European routes they even exceed the fuel costs. This emphasizes the importance for airlines, and airspace users in general, to keep A TC costs as low as possible". In this context it is important to remember that the annual costs of the provision of Air Traffic Services is to some 75% composed of personnel costs!

'Outside the aviation world your efforts for gaining recognition are directed at the general public. Public relations are of great importance to any activity aimed at the promotion of ideas or products. Successful endeavours in this respect can suddenly be destroyed by one unfortunate event. This appears to have happened to your endeavours to gain attention and respect from the general public.

'Your Federation has clearly gone through a very difficult episode in this 2 7st year of its existence. It would be

a denial of facts if I were to keep silent on the most pressing issue with which this Conference is faced. You have arrived at crossroads and will have to decide on the road to be followed towards the attainment of your objectives. ·; wish to congratulate you on your achievements since the foundation of IFATCA. In number of years your Federation has reached the age of maturity. May wisdom prevail in your discussions during the days to come, in order that you may reach responsible and mature decisions in the interest of the safety of air traffic and the attainment of your legitimate professional interests. • Mr. Doef's address was followed by the Federation's President who congratulated the host Association for its manyfold support to the Federation and of its leading role in the international affairs.

Before closing the opening ceremony and official state guests departed to leave the delegates to start with the opening plenary. the President of the Netherlands Guild of Air Traffic Controllers. Mr. Sip Koopmans addressed the guests and said: •On behalf of the Netherlands Guild of Air Traffic Controllers. I have the honour and pleasure of welcoming you all to this IFATCA Conference.

'Realizing that the Federation would come of age in 7982 and bearing in mind that our Guild would celebrate their Silver Jubilee during the same year, we offered to host this 2 7st Conference back in 79 78. at the Copenhagen Conference. At the time, we could only imagine what would be involved in organizing an event like this. Now, I assure you, we do have a fair idea. although the Conference has not even really started yet. No matter how hard we thought, planned and worked, problems may occur.

However, as in air traffic control, we will endeavour to solve them as expeditiously as possible. Just refer your problems- at least the ones regarding this Conference - to the members of the Organizing Committee. They are easily recognized by their badges, the colour of which will generally be matched by the colour of their faces: red.

'As you may have noticed, I myself have tactfully chosen to wear a differ-

ent one. Ladies and gentlemen, so IFATCA is 2 7.

'Some 40 delegates from a dozen countries met here in Amsterdam in 796 7 at what was to be the Inaugural Conference. Now we count hundreds of delegates from over 60 countries and we have several more applications for membership to deal with at this Conference.

'These figures in themselves clearly illustrate the Federation ·s growth. Yet the real growth cannot be measured in figures alone. Today, the voice of IFATCA is heard at times and in places where it should be heard. But is it always being listened to? We sometimes wonder ...

'So IFATCA is 2 7. But where do we go from here? Much more than in the past years, this important question will dominate Conference. The debates on this subject, especially the ones in the Administrative Committee A, will no doubt be fascinating. They will also be

of vital importance to the Federation ·s future. '/ hope that we will find a common path to follow and that no •'this way or else,, will hang over the debates like a "Sword of Damocles".

'We became united over the past 2 7 years and we will have to stand united for many years to come. We have got to do so. not just for our own good, but especially for our less fortunate colleagues whose rightful demands on equipment, procedures. working conditions, remuneration, etc. have not been met or. even worse. whose fundamental human rights are being violated day after day.

'The Federation will have to pursue the solution to their problems and try to create a safe and efficient worldwide A TC-system. We will have to do so in a professional manner: by offering support, expertise, constructive criticism and pressing for the 52 conclusions on A TC of the International

L to r: Mr. J.C. Th. van der Doef, the State Secretary of Transport and Public Works, and H. R.H. Prince Bernhard as they look at Signaal's stand.

7

Another view of the delegates at the Opening Plenary.

Labour Office to be adopted worldwide.

'Then. apart from the establishment of the A TC-system I just mentioned, the right of association will no longer be denied to air traffic controllers. Also. they will no longer be required to take secondary employments in order to supplement their present meagre income, which will provide either food of housing. but not both.

'Ladies and Gentlemen. Reverting to today's Conference I would now like to mention some of our guests at this opening plenary. I feel sure that you will agree that air traffic controllers must have good relations with the users of the airspace they control: the pilots. Of the several pilots attending this meeting only one is also to grant "royal patronage". The Netherlands Guild consider it an honour that this pilot. His Royal Highness Prince Bernhard of the Netherlands. has consented to be patron of the Conference and that he is with us here today.

'Next I would like to mention: His Excellency the State Secretary of Transport and Public Works. Mr. van der Doef, The Director-General of the Department of Civil Aviation. Mr. Raben. The Director of Air Traffic Services and Telecommunications. Mr. Smit and his deputy, Mr. Stalpers. The President of KLM Royal Dutch Airlines. Mr. Orlandini, The Alderman of the City of Amsterdam. Mr. Heerma.

'Ladies and Gentlemen, Many more aviation authorities from the Netherlands and from abroad are with us here today. I have also seen regis8

The Technical Exhibition

S.S. Koopmans.

tration forms of many former officers of IFATCA. However. there is one I would like to mention in particular. We are extremely pleased to have among us the honorary member of the Netherlands Guild, one of the "Godfathers .. as he was recently called.

IFATCA ·s first president: Leo Tekstra.

'Ladies and Gentlemen. A number of distinguished speakers will address the meeting after this word of welcome. I will now conclude and wish you all a successful Conference. for the opening of which I have the honour to call on His Royal Highness Prince Bernhard. Thank you. •

Corporate members of IFATCA are always given the opportunity to actively participate in the conference functions either by attending Committee B meetings or through a Technical Exhibition of their hardware or a Technical Panel. The organising committee at each annual conference makes available exhibition space to manufacturers to display their recent technical developments in air traffic control equipment.

This year's conference was no exception and was in fact marked by considerable success both in number of exhibitors as well as organisation.

A total of 1 2 stands were occupied by the following: Philips Telecommunication; Signaal; SRA Communications: Westinghouse: Racal: AEG Telefunken; Ferranti; Selenia: Marconi Radar Systems: Cossor Electronics; YATCA. IFATCA '83; 'The Controller'. and 'The Guildcorner·.

Most impressive were the manufacturers that are nationals of the Netherlands. i.e. Philips Telecommunications and Signaal, who brought their hardware. PTI with their AEROPP System and their AIDS (Aeronautical Information Data Subsystems) display and Signaal with their sophisticated radars. SRA being next door to the Netherlands came up also with their own hardware - their latest development in radar.

An official opening ceremony of the technical exhibition was conducted during the recess of the First Plenary.

Prince Bernhard of the Netherlands receiving an explanation from W Vonk and D. Fnjling of PT! on their AIDS Demo-model.

Opening Plenary

The Technical Exhibition was officially opened by H.R.H. Prince Bernhard after a short address to delegates.

Prince Bernhard said: 'As I mentioned in my opening speech of this Conference, for too long the production of air traffic control equipment has been the Cinderella of the aviation industry.

'Even today, as research and development of this equipment is speeded up, we still have to close a gap with the equipment on the flightdeck,. Soon, sophisticated flight management computers will be standard on all modern civil aircraft.

'Jn order to enable the "man on the ground'' to make equally good use of these airborne systems, we should provide him with compatible equipment. To achieve this and to certify a proper "man I machine,, - relationship, close collaboration between industry and air traffic controllers is essential.

'The Federation, through making availabe corporate membership to industry, provides an excellent platform for this. Technical panels and exhibitions like this provide both controllers and industry with very useful information. '/ understand that many manufacturers have decided to exhibit their products during this Conference. It is therefore with even more pleasure that I now declare this 21 st IFATCA Conference's Technical Exhibition open.

Peter Jorgensen, of Selenia, the outgoing corporate members coordinator also addressed the delegates and guests and thanked the Prince for his acceptance to open this Technical Exhibition. Mr. Jorgensen and President H. H. Henschler escorted the Prince and the other officials to the various stands,

This part of the opening phase of the Conference is usually taken up by routine business and directors are in meeting before work is split into the working committees.

It follows immediately after the guests to the opening ceremony are withdrawn following the short recess.

The first business on the agenda, that of the roll call of directors. member-associations present, revealed 4 1 present and three proxies out of a possible 61 members. A number of observers from non-member associations and international organisations, such as ICAO, ILO were also acknowledged. The President referred to new applicants for membership before the report of the 1981 Conference (Cairo) was accepted.

The President then went through the Executive Board's report for the past year (this was published in issue 2182 of 'The Controller') before going into the nominations and elections of the working committees chairmen.

A.O. Tilroe, of Canada, was elected as chairman of Committee A J. Saker of the United Kingdom, as chairman of Committee B, and E. Danieli of Israel as chairman of Committee C. Committee A deals with administrative and constitutional matters, Committee B deals with technical matters and its chairman usually conducts the business of the technical panel and Committee C deals mainly with professional matters.

Once this business is conducted, that is the election of the chairmen of the three committees, the Plenary is recessed until the directors reconvene in Final Plenary to examine and resolve on the work of the three committees.

Committee A Administration , Politics' have created tradition!

Indeed this Committee is the busiest of the other two, fundamentally, because of the fact that directors take it as the forum to air their Associations' politics. It is like an ancient Greek 'Agor a· with speakers of many schools of thought. Committee A, usually functions throughout the scheduled conference days and most of the time skipping coffee-breaks and on many occasions lunch-breaks.

9

This year's agenda was no exception and in particular the PATCO case being fresh in everyone's mind, some hot and extensive discussion was anticipated. The budget was another hot item on the agenda.

Working Papers In a total of 14 areas of concern, 55 working papers were presented either by the relevant Standing Committees or the officers of the Federation.

Part A. dealt with such items as applications for membership and with the reports of the different officers, such as the Executive Secretary, the Editor and the Liaison to the International Organisations, Part A 2, which is a common subject for all three working committees, that is the Technical Panel, is the business generally of the Corporate Members of IFATCA. or our hardware manufacturers.

Part A 3, Publications and Public Relations.

Part A 4, deals generally with finances.

Part A 5, Constitutional and Administrative policy.

Part A 6, Regional Organisation and the reports of the different Regional Vice-Presidents.

Parts A 7 and A 9, are concerned with the election of officers, in the first instance with the Regional VicePresidents and in the second with the Executive Board.

Part A 11, all about IFATCA conferences, future and past venues.

Part A 12, dealing generally with Corporate Members.

Part A 12, with the 1982/83 budget and Parts A 13 and A 14 dealing just with routine business such as requests for nominations for officers of Committee A for next year's annual conference and the committee's report to the final plenary.

Conduct of Work Chairman, Bram Tilroe, welcomed the delegates to the committee and outlined the procedure to be adopted during sessions. After proxy votes have been handed in to the chair, the chairman invited his Vice-Chairman.

H.J. Tilly of the UK and the Secretary, Leslie Austen also from the UK to take their positions at the top table.

The first part of the day was taken by the reports of the various IFATCA officers, starting with the common Executive Board report and continuing to the reports of the Executive Secretary, the Editor and the Liaison to the International Organisations, in Geneva.

10

The latter's report raised some considerabe discussion and arguments. as it contained PATCO's case before the I LO Council. This particular issue was, however, extensively discussed before a closed session together with all matters arising out of the PATCO issue.

Standing Committee II (SC II) chairman's report, referred to his resignation, because, he thought, Public Relations issues were dealt with mainly by the Executive Board and where publications were concerned, the Editor was.involved. His suggestion that it was no longer necessary for a separate Standing Committee to handle these matters, was accepted by the directors, as we will see later, and in its place a Publications and

Closed Sessions Closed sessions have become a rule rather than the exception as far as Committee A is concerned. This Committee has devoted about 40% of its time in closed sessions. As stated earlier, the PATCO case was one of the very important items that necessitated a closed session despite the act that the strike was over eight months old. Also stated above, was the working paper presented by the ILO Liaison, former IFATCA President J.O. Monin, and also the working paper by the Executive Secretary, E. Bradshaw, on behalf of the Executive Board on the past, present and future of IFATCA which was touching upon the policy of the Federation when Associations take industrial action.

~ /); J

Four Presidents: I tor.· L. N. Tekstra( 796 7-6 7), Arnold Field ( 79 70-7 7), JeanDaniel Manin ( 79 72-77), H. Harri Henschler ( 79 78-).

Public Relations Committee has evolved under the chairmanship of the Editor.

The reports of the Regional VicePresidents, i.e. Africa West, Africa East, Europe West, Europe Central, Middle East, Asia, Pacific and the Americas were presented.

An ad hoe committee had been appointed by the directors, coming under the chair of the vice-president professional, to investigate possibilities as to the extent of the assistance that may be granted by memberassociations to another, where it is found to be necessary.

The much disputed and controversial issue of Biennial Conferences for the Federation seems now to be gaining some support. Despite the fact that no definite action had been taken by this conference, it was, however, resolved that the Executive Council, i.e. the Executive Board and the Regional Vice-Presidents, come up at the 1 984 Conference, in Lisbon, with recommendations of amending standing procedures with a view to implementing Biennial Conferences.

Brazil The status and working conditions of the Brazil civilian controllers was the subject matter of a working paper that was presented to Committee A in closed session following a report made in 'The Controller' (the Federation's journal) issue 1 /82 by Philippe Domogala as a result of a visit he had conducted with the vice-president administration late last year. Action had been suggested in support of the Brazilian controllers.

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Committee A Chair: I to r: P. 0 Doherty (VPA), H. H. Henschler(president), H.J. Tilly (vice-chairman), AD. Ti/roe (chairman), Leslie Austen (secretary), Marie Quinn (secretary).

Applications for Membership The following applications for professional membership came before this Committee, either for acceptance or dismissal. Proposed by South Africa and seconded by Uganda, the Tanzania Air Traffic Controllers' Association had been unanimously accepted.

Cyprus proposed and Israel seconded that the Japan Air Traffic Controllers' Association become a full professional member. Proposal was adopted unanimously.

Due to confusion in the way the application and constitutional provisions of the Bolivian Air Traffic Controllers' Association the directors referred the application for consideration by the next annual conference.

Trinidad and Tobago Air Traffic Controllers' Association. was the third Professional Association to be unanimously accepted into the fraternity of controllers following the proposal of South Africa, which was seconded by Guyana.

Two applications for professional membership had been dismissed for failure to meet the requiremens of the Federation· s constitution.

These were: The Institution of Professional Civil Servants of the United Kingdom (ATC Branch) and that of the Turkish Cypriots. Both applications were ruled out of order.

Finances

Next item on the agenda was that of the financial commitments of the 14

member-associations and their standing in the Federation.

Connected to the finances is always the report of Standing Committee Ill (SC lll)which is, by tradition, chaired by the immediate past treasurer of IFATCA, which again by tradition is a Swiss. SC Ill looks into the financial policy of the Federation and is concerned with matters of raising income for the federation.

Notices of suspension of affiliations as well as terminations come under this present part.

Although there were no suspensions, three Associations have been given notice of termination of affiliation as from the 1st September, 1982. These Associations are, Iran, Senegal and Turkey.

Elections The election of the Regional VicePresidents (RVP's) was the next item to be considered. Because of recent changes in the constitution and in particular with changes in the rotation of the terms of service some RVP's term will be for one year only. The following were elected: Adrian Enright of Eurocontrol, will serve for the next two years as RVP for Europe West. He replaces Bjarne Nilssen of Norway. Adrian was nominated by Netherlands, Eurocontroi, Luxembourg and Belgium.

Another new RVP, this time for the Caribbean Region is Charles 0. Lester of the Netherlands Antilles and takes the place of Richard Green. Charles

will serve for a period of one year and he was nominated by his own Association.

Three re-elections have produced the same RVP's. These are the RVP's for North and Central America, Carlos Olmos Mendoza, of Mexico, for the Pacific Region, Robin Soar of New Zealand and for South America, Mario Salazar of Venezuela.

The elections for the Executive Board vacancies brought about two changes. that of the treasurer and that of the vice-president professional.

Bernard Grezet of the Swiss Association is the new Treasurer of IFATCA. replacing Hans Wenger and the new vice-president professional is Erik Sermijn of Belgium, replacing Andreas Avgoustis of Cyprus. The President of the Federation kept his position and will serve for another term of two years.

New Committee As stated earlier. Committee A had resolved to do away with SC II and in its place establish a new committee (its constitution will be at the discretion of the Editor) responsible for Public Relations and Publications and coming under the chair of the Editor.

Resolutions A25. A26 and A27 give the following terms of reference: •It is recommended that a ,, Publications and Public Relations·· Committee under the direct control of the Editor, and with membership selected by him. be established.

•It is recommended that the

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Directors at Committee A Meetings.

Robin Soar (left) and Dean Dalzell from New Zealand. From distant Suriname. director V.L. Hanenberg.

following terms of reference be established for the Committee: The Committee shall: a) assist the Editor in all matters pertaining to the publication. distribution and cost control of the Federation· s journa I; b) make every attempt to procure and maintain a consistent level of advertising so that the journal will become self-supporting financially; c) assist the Editor in his attempts to have the journal circulated to every individual member of the Federation; d) assist the Editor in all matters of Public Relations on behalf of the Federation and to advise him of areas or occasions where such publicity would reflect to the benefit of the Federation.· Future Conferences Details for the 1983 Conference that will be held at Split. Yugoslavia had been given to the directors by the Yugoslav delegates. Details on reduced air travel. hotel accommodation and registration fees and procedures were released. The Manager of the LAV Hotel. the conference venue. projected a film on the avcl'ilable facilities.

1984 conference venue was provisionally accepted. to be confirmed next year. to be Lisbon. Portugal.

For the year 1985. Greece offered to host the conference. The RVP for Africa East suggested that may be the year 1985 would be the year for a conference to go to his region. more so to his home country. Kenya. Italy also advised the delegates that the Association is considering to apply to host the conference in that year.

However. the Association will decide on a definite action next year.

Other Business With various items. such as the realignment of the Caribbean region to include Guyana and Suriname. Committee A deliberations were concluded. With regard to annual conference dates. it was resolved that the exact dates of these conferences should be made available by the host association at least twelve months prior.

Committee

In Committee A, I tor: Tomy Tomkins (S. Africa) and T. Timlets. In the back the Argentine Delegation.

B - Technical

The year's work of IFATCA's Standing Committee I (SC I) is basically what the directors at this Committee meetings will discuss. Technical issues of concern to the profession of the air traffic controller that came before international meetings during the year will be dealt with. SC I closely works with the profession's counter,5

Committee 8 Chair: I to r: P. Herweyer (vice-chairman), Lex Hendriks (vice-president technical), J. Saker (chairman) and A. Cauty (secretary).

parts, that is the pilots and their international organisation, IFALPA. The Federation with its liaison at ICAO Headquarters is in close contact with the Organisation· s technical experts and branches. Input on air traffic control matters to ICAO is usually given by SCI and its experts.

Working Papers The Committee· s agenda was split into 1 2 areas of concern with a total of 30 Working Papers or discussion subjects. These areas were: B 1 Report of the Executive Board.

B 2 Report ot the Chairman ot Standing Committee I. B 3 Reports on Liaison with International Organisations.

B 4 Technical Panel.

B 5 Technical Policy.

B 6 Work studies, such as 1982 Policy statements and general policies, VFO. SSR Mode S. etc.

B 7 Regional Technical matters B 8 The supplementation of SC I by members of other Member-Associations. The fact that SC I was made up of members of the United Kingdom Guild only. gave grounds to the vice-president technical to raise the matter before the Conference so that members of other Associations interested could join this committee.

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B 9 Appointment of SC I B 10. 11 and 1 2 being routine administrative items.

Conduct of Work It has more than become customary that this Committee is chaired by the chairman of SC I. Perhaps not unreasonable practice, since, as I mentioned above. the work presented for consideration is being prepared by members of SC I. The nature of the subjects discussed require expertise by the chair, no doubt.

Chairman. John Saker of the United Kingdom Guild invited his ViceChairman P. Herweyer of the Netherlands Guild and Secretary, T. A. Cauty of the Canadian Association to take their places at the head and he then suggested how business should be conducted and stressed the fact that this should be carried throughout in an informal manner.

Two late working papers. one on •Flow Control Meetings· and another by the Italian Association on 'VFR Operations in Italy' were accepted for consideration.

Reports First working papers for discussion were the reports of the different officers who are concerned with technical matters. Following the general report of the Executive Board. which

was spoken of briefly by the vicepresident technical. the report of the chairman of SCI, John Saker was considered. In his report. the chairman stressed the importance and the need for IFATCA to attend the IFALPA ATS Study Group working sessions which usually take place twice annually.

John's report was very comprehensive and covered briefly the work program of his standing committee for the year. such items as Visual Flight Operations (VFO). SSR Mode S. Helicopter Operations, etc. The chairman, further gave details as to the support he had provided to IFATCA's representatives/ observers at ICAO technical study groups, such as the SMGCS. RTF. EARC. VFOP and ASCSS. He further gave details of his liaison activities with such groups or organisations as. IFALPA, Eurocontrol, Regional vice-presidents. IFATCA Member-Associations. etc.

The ICAO Liaison Officer· s report (Art Cauty) covered generally his activities within the ICAO HQ and his visit to Dr. A Kotaite. President of ICAO, with the vice-president technical, in February this year. Art further gave. in his report. a list of the meetings that IFATCA should attend with its technical experts. The Liaison to ICAO in an attachment to his report gave, what he called, 'A brief to IFATCA observers to ICAO'.

Technical Papers Surface Movement Guidance and Control Systems (SMGCS) The Liaison Officer to ICAO presented this paper and made a plea to all Member-Associations for a response to the questionnaires that were attached to his paper.

In the paper there were details with regard to the progress made by the special ICAO study group whose work was presented to the AGA/ DIV meeting in Montreal. The AGA/ DIV. as a result. made three recommendations for changes to Annex 11 and a request for further work to be done on nine other items. The main change. the paper states. that was made was to the term •apron control' which is now referred to as 'apron management'.

Radiotelephony Phraseology Study Group (RTF) The paper reported that the new date for implementation of the revised phraseology is 25 November. 1983.

The 4th meeting of the RTF Study Group spent virtually its entire time to the draft Manual of Radiotelephony.

The original draft was produced by the ICAO secretariat and assisted by one member of the RTF SG who was seconded to ICAO for the purpose. The final amendments to the Manual must. however. wait until the ANC have considered the final draft letter.

The Manual is divided into eleven chapters as follows: 1 . Forward and Glossary 2. General Operating Procedures 3. General Phraseology

4. Aerodrome Control - Aircraft 5. Aerodrome Control - Vehicles 6. General Radar Phraseology 7. Approach Control 8. Area Control 9. Distress. Urgency and communications Failure 10. Transmission of Meteorological and other Aerodrome Information 11. Miscellaneous Flight Handling.

Elimination of Ambiguity in RTF Callsigns Study Group (EARC) This was more of a progress report on the ICAO EARC SG and covers a year from February. 1 981. to February. 1982. As a result of the first meeting of this group. it was decided to carry out a feasibility study of the changes proposed by IFALPA to the present callsign format (ICAO Annex 10 refers) at a suitable simulation facility. The use of the Transport Canada Air Traffic Services Research and Experimentation Center in Ottawa. was requested and a study was undertaken by the Canadian authorities during late January. 1981. The simulation was observed by representatives from ICAO. IFALPA. IFATCA and CATCA. During the year under review. various members of the EARC SG continued in their endeavours to get flight trials of the proposed callsign initiated in various parts of the world. Earlier this year. a flight trial of alpha-numeric callsigns commenced in the United Kingdom. Germany. it was said, is planning to conduct a similar study in November this year. Netherlands and the UK. was revealed at the meeting. have experienced difficulty in reading the new callsigns presented as alphanumerical callsign lists on electronic

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ATCA Japan delegates: I to r: H. Tade, K. Kijima. A. Suzuki and Y. Tagaya.

data displays and as labels on radar scopes. Furthermore. Eurocontrol have experienced extensive problems of a similar nature.

Visual Flight Operations Panel (VFPO) (This study is given in full on page this issue) Aeronautical Speech Circuit Switching and Signalling Study Group (ASCSS) With regard to the work of this SG. the meeting resolved that IFATCA's participation in the future should be confined to correspondence only.

IFALPA ATS SG SC I gave a brief account of the inability of its members to attend the two scheduled meetings. which took place in July and October 1981. The Executive Board assured SC I that the first planned meeting to be held in Washington that there will be a representative coming from SC I and a possibility of attendance at the second meeting.

The representative of IFALPA at Committee B spoke on the topic and reassured the Committee that information on the discussions of the IFALPA ATS study group would be made available to SC I. Flow Control- Review of existing General and Regional Policy The paper, which was presented by SC I. viewed the general atmosphere that exists throughout the world particular emphasis been given to the European Region - as far as traffic demands can be satisfied. International organisations and European states. in particular. have recognised that the air traffic services system particularly in Europe - has for a considerable period of years been unable to satisfy the demand of its users. As a result of this inability. measures have been developed over the years to regulate the flow of traffic to the capacity of the system. These measures known as •Flow Control' are now being developed and enhanced into what is now termed as· Air Traffic Flow Management (ATFM)'.

As a general policy. it is difficult to be definitive about anything other than basic precepts. as the air traffic situation differs from region to region. For this purpose. it was suggested that the established IFATCA policy on flow control should remain unchanged.

With regard to the European region.

ICAO has carried out a great deal of work regarding the problems of demands and capacity. A report of 17

John Saker and Art Cauty after the day is over for the rest of the delegates at Committee, looking at the day's minutes.

ICAO's Special European Regional Air Navigation Meeting describes two separate measures to be adopted. The first sets out methods of improving the ATC system capacity and the second found it necessary that an Air Traffic Flow Management system be established.

VFO-Rights of Way A paper presented by SC I was entitled 'Visual Flight Operations. ATC Aspects of the Right of Way Rules'. the rules for avoiding aerial collisions. more commonly known as the 'rights of way' rules. have in recent years been the subject matter of criticism from such bodies as the Visual Flight Rules Group of the European Air Navigation Group and the ICAO Visual Flight Operations Panel.

The Committee considered the recommendations made by SCI but concluded that: 'IFATCA should not itself be involved in any detailed review of the rights of way rules, but a) the rights of way rules contained in Annex 2 of ICAO should be revised in the light of the capabilities and limitations of present day air traffic, whilst ensuring, as far as possible, 18

that they do not compromise ATC responsibilities for the general assurance of separation of traffic in the area; and b) such a revision should take into account not only that of performance characteristics of modern aircraft but also the three dimensional nature of air traffic.'

VFO - Classification of Airspace A discussion that ensued during the consideration of this paper, highlighted the need for clarification of the proposed service to be provided by the VFR Monitoring Service (VMS) and also the difference between VMS and CVFR. Pilots stressed the need for simplicity in airspace classification to ensure understanding by all users.

VFR Monitoring Service (VMS) has been defined as: 'A service provided for the purpose of a) monitoring the paths of VFR flights, b) providing information to each flight about conflicting VFR and IFR flights, c) advising the IFR controlling authority of the presence of the VFR flight, d) providing all other flight information .services.·

Regarding now the classification of airspace, it was suggested that the different types shall be identified by number until VFO Panel resolves upon, It is suggested that the airspace be classified as: Airspace Type 7, where IFR flights only will be permitted; Airspace Type 2, where IFR, CVFR and SVFR (SVFR not permitted on airways): Airspace Type 3, where IFR, CVFR and SVFR (not on airways) are permitted and additional service to the VFR should be VMS. Airspace Type 4, IFR and VFR, with VMS available to the VFR. and Airspace Type 5, where IFR and VFR are permitted.

Types 1, 2 and 3 are controlled airspace and types 4 and 5 uncontrolled.

VFR flights in Airspace Type 3 would be permitted under the following conditions: a) all such flights would be provided with VMS, b) would be separated, either systematically or individually from IFR and CVFR flights, and c) must be equipped with i. VHF radio ii. transponder with at least mode A capability and in due course with mode C. VFO - Special Flight Operations (SFO) The term 'Special Flight Operations' was coined by the Visual Flight Operations of the European Air Navigation Group to cover those flights which could not be categorised as VFR, yet which were not capable of meeting IFR requirements.

SFO' s which are made up of a range of disparate aerial activities constitute a significant portion of each day's flying activity. By their very nature, these SFO's do not readily conform to the VFR and hence create the problem of their integration with 'normal' VFR traffic. Unfortunately, it was revealed, at the meeting that there was not a simple, all embracing, solution that can be applied to all types of SFO' s to ensure their safe conduct without undue restrictions imposed on them or on other flights. It was concluded that the way a special activity is notified, protected and conducted can only be decided in relation to the nature of the flight. The following may be classified as special activity: Military SFO activity: General.

These are normally conducted in VMC and outside controlled airspace.

Military low level flying: Such flying, which is necessitated by military requirements presents a problem no

Irish, Israel and Italian Directors sitting together.

matter how well the ATC organisation is designed.

Military low flying in IMC: although not entirely within the scope of such classification it is worth noting here that recent developments call for military aircraft to low fly in IMC using terrain following radars. This sort of activity can obviously take place in areas set aside exclusively for the purpose.

Other SFO's: Civil and Military Test/ Development Flights and Aerial Surveys. Aerial Displays contests and Formation Aerobatics and Glider and Balloon flying.

ATARS

Beacon (Airborne) Collision Avoidance Systems and Automatic Traffic Advisory and Resolution Service, and Improvements in SSR Techniques and ATC Aspects of Air/Ground Data Links, being important studies will be printed in future issues of the journal.

The meeting adopted the following general policy statement on Mode S development to supplement present Air /Ground Data Link policy of IFATCA: 'Mode S Development a) Mode S developments should be planned to facilitate their application to ATC Systems at all levels of sophistication; b) Mode S should be developed primarily as a ground system enhancement. designed to improve ATC/ pilot interaction; c) Mode S air-to-air link capability should be used in a support role for the main ground system. providing a back-up cover ground system errors and failures.· Furthermore. the meeting resolved that. since ATC aspects of the development and use of SSR Mode Sare of direct concern to the Federation.

I FATCA seek early representation on the ICAO Mode S SSR Improvements and Collision Avoidance System Panel (SICASP).

Performance Data Computers ATC Aspects.

This paper was presented by the German Association. New generation aircraft are mostly equipped with Performance Data Computers (PDC) or. as with the larger ones. with Flight Management Systems (FMS).

PDC's calculate the most efficient vertical flight profile. Performance data of the aircraft are stored in the computers with manual performance

by the pilots such ATC clearances (Flight levels. airspeeds. climbs/ descents. etc.)

It is obvious that such computerised calculations will bring about the most economic climb speed .. maximum rate of climb and maximum angle of climb. economic cruise speed and level. economic descent speed and top of descent.

It is natural that close cooperation and coordination should be effected between pilot and controller to achieve the most economic performance of the flight. without of course compromising safety.

Traffic Information Broadcasts by Aircraft (TI BA)

This particular item was also the subject of detailed study by SCI and was considerably discussed at last year's conference in Cairo. This year's discussions were focused on the possible misuse of TI BA procedures by pilots.

The following recommendations to Final Plenary have now become IFATCA policy: 1. IFATCA is seriously concerned about the technical deficiencies in certain areas of the world. in particular the AFI Region. which have necessitated the introduction of TI BA procedures. We deplore the fact that. because of the lack of adequate air/ ground and intercenter communication facilities and of ground based navigational aids. controllers in the areas concerned are unable to provide the level of air traffic service required by aircraft operators and pilots.

2. TI BA-type procedures which require pilots themselves to assess •dangerous proximity situations· and to take crude rule of thumb action to reduce collision risks cannot substitute for a ground based ATC Service developed to the standards laid down by ICAO. 3. The strongest possible pressure should be brought to bear on the ATS authorities concerned for earliest possible provision of technical facilities to the standards specified in the appropriate ICAO Regional Plans.

4. In the meantime. for safety reasons alone, I FATCA supports the use of TIBA procedures as an interim palliative measure.

5. IFATCA is opposed to the intro• duction of TI BA procedures in designated Controlled Airspace.

6. Where introduced.

TIBA procedures should be complied with by all aircraft operating in the airspace concerned.

7. Adequate training and familiarisation with TIBA procedures must be provided for pilots concerned before their introduction.

8. Since TIBA procedures are pilotimplemented they cannot be compared with ATC procedures and IFATCA cannot comment on their effectiveness as a means of improving separation assurance.

9. IFATCA is, however. concerned about the interaction of TIBA procedures on the A TC systems operating in adjacent airspace particularly the safe integration of traffic leaving TIBA airspace. To ensure that the separation assurance function of ATC in adjacent 19

nature, and has taken rather the form of progress report.

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Committee C Chair: I to r: Andreas Avgoustis (vice-president professional), Efraim Daniell (chairman). Andreas Papathomas (secretary) and David Hitchcock (vice-chairman).

areas is not compromised by TIBA transitional traffic the following principles should be applied: a) Level Changes in TIBA Airspace The procedures proposed by !CAO are endorsed as they permit level changes to be made only for urgent operational reasons (e.g. traffic/ weather avoidance) and require aircraft to return to their original level as soon as possible. b) Flights leaving TIBA Airspace I. Aircraft should enter adjacent airspace only at designated boundary reporting points at a FL appropriate to its direction of flight.

11.Aircraft should contact the ATS Unit responsible for the adjacent area at least 15 minutes before crossing boundary giving flight details and estimate for the designated entry reporting point.

Provision of Operational Aeronautical Information This paper was presented by SC I pursuant to the directions of the Cairo Conference on the paper presented by Philips Telecommunicatie lndustrie BV in cooperation with the Advisory Group-Air Navigation Services, Inc. Because it is of interest to the profession the entire study will be serialised in future issues of the Journal.

The committee resolved that the following be accepted as IFATCA policy: 20

1. It is the IFATCA objective to encourage states to establish a common aeronautical information data base containing notices to airmen. aeronautical information publication data. meteorological data and operational and technical status data.

2. I FATCA proposes that Aeronautical Information Data Handling subsystems be implemented in air navigation services systems for the efficient handling of aeronautical information data and operational flight information.

3. Conscious that the availability of an improved AFTN could greatly improve data handling efficiency.

IFATCA encourages !CAO to accelerate work on the subject of CIDIN (Common !CAO Data Interchange Network) with a view of its early implementation.

4. IFATCA proposes to extend the AFTN also into those areas of air navigation services systems, where at present no connections exist.

It was further resolved that !CAO be advised of the IFATCA policy. as above.

Basic Technical Requirements for the Provision of Air Traffic Services This topic had been put on SC I agenda by the Cairo Conference and because, according to the SC. the title was not straight forward no definite study could be conducted and therefore the paper was of a very general

ICAO EUR Regional Informal Flow Control Meetings (FLOW/ FLOE) This paper was presented by the regional vice-president with regard to the Air Traffic Flow Management of Europe. The discussion that ensued emphasised the need for a more active interest by the affected memberassociations in the two European Regions (West & Central). The present developments, the meeting held. in the air traffic management organisation in Europe appear to be in line with current IFATCA policy.

There was indication of greater interest in flow aspects among member-associations indicating an intention for greater input to the respective regional vice-presidents.

Eurocontrol Radar Applications Specialist Panel (RASP) It was found to be a need for IFATCA to become more involved in RASP. The panel is dealing with SSR and Transponder operations and procedures.

It was reported that there are now two panels. one on code assignment and the other on more general aspects.

The Supplementation of SC I by other MA's As explained earlier this item came to be considered as a result of recent international developments within the Federation. by which it was found to be risky to rely basically on one particular association to make one of the most important SC of the Federation. namely SC I. The paper was presented by the vice-president technical and the discussion which followed gave emphasis to the fact that more MA's should be encouraged to join SC I. It was found that although the idea was excellent yet it could not be implemented at this stage.

However, the Netherlands Guild volunteered to assist in the SC I functions.

SC I Work Program With the approval of the Work Program of SC I for the year 1 982 / 83 the deliberations of this committee were concluded.

The following is the Work Program: 1. !CAO 1 . 1 Supporting and Monitoring of a) Surface movement guidance and control system Study Group (SMGS) b) Radiotelephony ( RTF) Study Group

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c) Elimination of Ambiguity rn RTF callsigns Study Group (EARC) d) Visual Flight Rule Operations Panel (VFO) e) Helicopter Operations Panel f) Simultaneous Operations on Instrument Runways (SOIR) g) SSR Improvement and Collision Avoidance Systems Panel (SICASP) h) Aeronautical Speech Circuit Switching and Signalling Study Group (ASCSS) i) EANPG Basic Operational Requirements and Planning Criteria and Methods of Application Panel (BORG) j) EANPG Air Traffic Management Group (ATMG) Liaison with other International Organisations a) IFALPA ATS Study Group b) Radar Application Specialist Panel (RASP) IFATCA Technical Policy a) Production of 1983 Policy Statements b) Polstat promulgation Method of dissemination c) Review of existing policy Work Studies a) VFR operations Airspace classification b) SSR mode S Ground based and airborne collision avoidance systems TCAS and ATARS c) Helicopter Operations Further Policy Development d) Establishment of Databank feasibility study e) Provision of ATC by independent authorities f) Transponders - Aspects of operational procedures g) Climb and descent profiles Pilot/ Controller confliction of interests.

Committee

C - Professional

This Committee functioned during the past few years and deliberated mainly as a result of the work carried out during the pre-conference year by three Standing Committees. i.e.

SC IV, SC V and SC VII. SC IV dealing with human and environmental factors affecting the air 1raffic controller.

SC V, the controllers· training and SC VII with the legal aspects of the profession. This year's meeting of Committee C, resolved that the work of SC V had been completed and only some form of monitor was in future necessary. With the concurrence of SC IV. SC Vis being integrated into it and whatever studies became necessary to be conducted on training, or monitoring the policy so far adopted, were to be carried out by SC IV members.

Working Papers A total of 9 fields of concern were shown on the agenda of this Committee with a possible 33 working papers in accordance with the approved work program of the three Standing Committees.

Part C 1, covered as usual the report of the Executive Board. This as we have seen with the other Committees is merely an item that the vicepresident concerned will give additional details of what was said at the first plenary by the president of the Federation.

Part C 2. covered IFATCA's attendance at International Conferences concerning professional matters.

Part C 3, again the common item, the Technical Panel.

Part C 4, this was the work of SC IV that was carried during the year under review and covered the human and environmental factors, including medical aspects.

Part C 5, covered the report of the Ad Hoe Committee on the ILO conclusions.

Part C 6, covered the work of SC V, that is recruitment and training of the air traffic controller.

Part C 7, covered the work of SC VII. that is legal aspects. The remaining parts, dealt, as with the other committees, with administrative matters.

Conduct of Work The chairman of Committee C, Efraim Danieli, announced that there was only one proxy vote in the Committee that of France being held by Italy.

There were two late papers by the Medical Sub-committee of SC IV which were accepted by the directors.

The chairman then asked the ViceChairman, D. Hitchcock of UK and the Secretary, A. Papathomas of Cyprus to take their positions by the chair.

The first part of the business. after the administrative procedure, was the examination of the Executive Board's report. In the case of this committee. the vice-president professional answered questions and added a few more details where there was a request.

The report of the Chairman of SC IV, Egbert Just, followed. Egbert announced in his report that he was no longer to be the chairman of this SC but promised that he will assist his successor whenever necessary. Egbert had been the chairman of SC IV for the past 1 2 years. The UK delegate expressed on behalf of all delegates their thanks and appreciation for the good work that he had done during the last twelve years. The V-P Professional acknowledged also on behalf of the Executive Board, the Board's appreciation for the work and efforts of Egbert.

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Lady controllers attending Committee C Sessions: I to r: Mikaela Louh,ja (Finland), Teresa N. Perpina (Spain) and Paula McAdam (Guyana).

21

the only possibility of any work being done on recruitment and training was a monitoring function by a body which did not necessarily required a separate SC. The chairman suggested, as he stated. in a separate working paper that this function should be taken by SC IV. Aptitude Testing for Air Traffic Controllers For a number of years various tests have been devised in an effort to determine which of the candidates presented to a selection board possess those qualities deemed essential for controller selection. There was at one time the tendency to believe that when a person had been selected to be a pilot then he would have no difficulties in training as a controller. It is nowadays admitted ~ that although the skills required for a Egbert Just (Germany, chairman SC IV for the past 72 years) hands over to pilot remain the same. those for the air U. Windt (also from Germany) the new SC IV chairman. traffic controller have changed.

Consequently as the skills have ·changed so would be the criteria for the selection. Admittedly, there are found the time very short to come up some similarities in pilot and controller Retirement Program for Air Traffic with any serious study and rec- skills but there are also a lot of difControllers Extensive discussion ensued on ommendations and therefore asked ferences. Tests designed exclusively for pilot selection are not suitable for this particular paper based on the ILO for time to report at the next year's conference. the controller and vice versa.

Conclusions relating to the same item.

SC IV sub-committees.

IFATCA The whole study had been annexed The New Zealand delegate stressed the need that there should be a differ- Handbook (IHB), SC IV Library and by three other papers. that is the entiation between loss of licence Medical had made short reports on questionnaire upon which Adrian their activities. Sub-committee IH B based his working paper. Dr. Niels compensation and early retirement stressed the importance of prompt Busch-Jensen. a Danish psychologist scheme. A second career scheme replies to the questionnaires sent out who gave his professional views on should be pursued as part of the compensation for loss of licence. The which are absolutely necessary to ATC selection and the third annex Canadian delegate reviewed the cri- have an updated version of the IHB. gave details of the sources upon teria prevailing in Canada and ex- Sub-committee Library provided the which the study was made.

The following resolutions were plained the procedure which 1s delegates with an updated list of literature available with SC IV and that adopted as a result of this study: followed in such cases.

The meeting then proceeded to MA' s were free to use the library's a) that aptitude tests specifically designed for air traffic controllers resolve on certain changes to be made facilities. be included in the selection proto some parts of the text of the paper The Report of the Chairman of the cess for air traffic controllers; and suggested the following to be- Ad Hoe Committee on the ILO b) that the selection board include a come IFATCA policy: Conclusions of Experts psychologist. trained in. or familiar 'There should be an early retireIn the absence of the chairman of with all aspects of ATC and a conment scheme for ATCO' sand all pentroller trained in selection methods sion arrangements should be such as this committee. his report was read and procedures; to produce such benefits as if service and explained by the two members of the committee present at the conferc) that Member-Associations, in had continued to normal retirement ence. J. Kalvik and Dean Q3lzell. A consultation with their adminisage. number of changes to the report had tration. encourage the developbeen made and it was further ment of suitable static and dynamic Controller I Pilot Salary suggested that the committee should aptitude tests for the selection of Relationship and Comparability continue to function until it completes air traffic controllers; its task, it was established.

SC IV, had been directed by the d) all the above be accepted as IFATCairo conference last year to consider.

CA policy.

Report of SC V Chairman on an international basis. the advanThe report of the chairman of SC VI I The Chairman SC V. Adrian En- followed with the various studies contages and disadvantages of controller/ pilot salary comparability with a right, reported on the activities of his ducted by his standing committee. committee and also of the meeting the view to formulating, if beneficial to the Intimidation of the Controller profession. an IFATCA policy favourSC had in Rome late last year. Adrian suggested that his SC should now be ing such arrangement. At the time the The paper on intimidation mendisbanded because it has ac- tioned two distinct cases of intimionly • known case that controllers' complished its purpose for which it dation of the air traffic controller. The salary as compared to that of the pilot was established and suggested that first case concerned the PATCO issue was in New Zealand. SC IV, however.

22

L to r: V.L. Hanenberg, Suriname, J. Wang and H. Liu of Taiwan (Roca tea).

5. Examine and report on the legal implications of employment of ATC personnel by independent Civil Aviation Authorities.

6. Study the different methods adopted by Civil Aviation Authorities to revoke air traffic controllers' licences.

7. Study the legal implications of granting immunity to controllers voluntarily reporting of incidents.

8. SC VII maintain progress with regard to legal systems and updating of the appendix. which were the subjects of last Working Papers with the objective of advising member associations should the need arise.

Final Plenary and the second the Brazilian. SC VII gave details of what its members thought that the action by the US Government amounted to direct or indirect itimidation.

There was little discussion on the issue because the matter had already been discussed by Committee A. Investigation of Air Incidents/ Accidents This is another field of activity by SC VI I subcommittee that is being looked after by the Israel Association.

The paper presented was more of a progress report together with a questionnaire that members were asked to complete and sent to SC VI I. The following are the work programs of the two now main SC's: Standing Committee IV for 1982/ 1983 Both agenda items C.4.6. and C.6.4 .. WP.23 and 26 were presented together due to the amalgamation of the two Standing Committees into SC IV. Moved by Luxembourg and seconded by Belgium. The following program was recommended by SC IV for the year 1982/ 1983.

It is recommended to Conference to accept the following work program for SC IV for 1982/ 1983: 1. Continuance of updating the SC IV Questionnaire and the IHB. 2. Operation of the SC IV Library.

3. Study of controller/ pilot salary relationship and comparability.

4. Air Traffic Controllers physical fitness program.

5. Medical research on occular diseases.

6. Working conditions in ATC from the medical point of view.

7. Headset effects on hearing and hygiene factors.

8. Contacts with national and/or international institutes, administrations or organisations regarding the identification of profession-related diseases and their promulgation.

9. Reexamination of Professional Policy as contained in the I FATCA Manual.

10. Revision and updating of IFATCA' s policy on Recruitment and Training where considered necessary.

11. To prepare a more informative presentation of IFATCA s policy on training and SC IV working papers in the IFATCA Manual.

1 2. To study the availability of training facilities to countries not having their own ATC schools.

Standing Committee VII for 1982/83 The paper was presented by the chairman of SC VII and the following program was approved.

It is recommended to Conference that the following items make up the work program for 198211983 of SC VII: 1 . Legal Matters and Legal Developments in Aviation.

2. Legal Liability of the Controller.

3. Intimidation of the Air Traffic Controller.

4. Incident and Accident Investigation.

The President. H.H. Henschler. opened the Final Plenary Session by thanking everyone for their attendance and hard work during Conference. The roll call of directors indicated that 4 1 were present plus one proxy remained of the three declared valid at the Opening Session. Therefore of the possible votes. 42. for the purposes of recommendations require a two-thirds majority. 29 votes would be required for acceptance.

The Committee Reports were presented in reverse order as usual to minimise movement in the hall resulting from the Committee A elections.

Committee C. Mr. Efraim Danielli (Israel). Chairman. presented his report and thanked members of the committee for their input during the week. the Vice-Chairman Mr. David Hitchcock (UK) and Secretary Mr. Andreas Papathomas for their many hours spent compiling the report.

Italy proposed acceptance of the report. This was seconded by Germany and unanimously accepted.

Committee B. Mr. John Saker (UK) Chairman, presented a very comprehensive report which reflected the high quality of the technical expertise of the Federation with only minor changes to the 'action column', Mr. Saker closed by thanking Mr. P. Herweyer (Netherlands) ViceChairman, and Mr. A. Cauty (Canada), Secretary. for their assistance and dedication to committee program.

Belgium proposed the acceptance of the report. Greece seconded and the report was unanimously accepted.

23

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Philipsvoiceloggingsystemsare usedat SERVICES , morethan 150majorairportsaroundthe Theoutdoorlightingat Singapore's world;the latestversionsbeingalready AEROPP, Philipsdata switching ChangiInternationalAirportis the and data handlingsystemforaeronautiin servicein France,Gennany,Italy, world'slargestinstallationof its kind.In Luxemburg, Malaysia,Sudan,Switzerland caloperation,permitsgradualeconomic the tenninalarea Philipsprovided650 growthfroma smallinstallation,routing and Yugoslavia. antiglarefloodlightsto illuminate53 lowvolumesofAFTNtraffic,to a powerful parkingapronsto the standardsof the multi-usercentreprovidinga complete InternationalCivilAviation rangeofaeronauticaltelecommunications Organization.Morethan halfoftheseare services.Asthe requirementsof the AFTN antiglaretypeSNF011floodlightsfitted centreexpand,AEROPP can be enhanced with400WSON/fhigh-pressuresodium accordinglyto provideCommon!CAO lampsto the specificationof the Visual Data Interchange_ Networkswitching, AidsPanelof the !CAO. AFfN/CIDIN interfacing,flight-plan Antiglarefloodlightsare also storageand processingfacilitiesand mountedon highmastsat mainroad inradarsub-systeminterfaces- together,the tersectionsaroundthe airportso as to backboneof an integratedAirNavigation avoidupwardglarein the path of apSystem. proachingaircraft.Securityillumination of the airport'sperimeteris bymeansof SOXlow-pressure sodiumlighting.

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Shortage of hotel accommodation in Amsterdam forced the !FATCA council members to move to Rotterdam prior to the Conference for their Council meeting. These regional vicepresidents are pictured here at Rotterdam Central Railway station whilst waiting for their train to go to Amsterdam. L to r: Carlos Olmos (Mexico), Dave Klaye (Ghana). Ralph Kimilu (Kenya). W Schindler (Austria) and Peter Georgis (Cyprus).

Committee A. The president announced the procedure to be adopted for the presentation and acceptance of this report: The Chairman would present the report as a whole and a vote on its acceptance would be taken excluding Recommendations A 7. A 8. and A 10: Election of new Members.

Recommendations A 14. A 15. and A 16: Expulsion of Membership.

Recommendations A 1 7. A 18. A 1g and 20: Election of Regional VicePresidents.

Recommendations A 21. A 23 and A 24: Election of Executive Board which were subject to separate votes.

Chairman. Mr. A.D. Tilroe presented the report commenting that the agenda had provoked considerable discussion both in the open and closed session periods. He thanked the directors for their patience and hard work. Co-Vice-Chairman Mr. H.H. Tilly (UK) (had to leave after two days}. Mr. L.W. Curry {UK) and Secretaries Miss Leslie Austin and Miss Marie Quinn for their efficient recording of the proceedings which was always a difficult task in this committee.

The Report excluding the above recommendations was unanimously accepted; in accordance with the constitution. the above recommendations were voted upon separately.

Corporate Members

The president stated it is customary at Conference to announce details of new Corporate Members and on this occasion it was his pleasure to welcome •Rediffusion Simulators Incor26

porated' to membership of the Federation. The Charter and documentation to be forwarded. as regrettably the company· s representative was not able to attend.

Any Other Business

With reference to statements made by the Institute of Professional Civil Servants (UK} in their application address to Committee A. Mr. E.G.H. Green. Director of the Guild of Air Traffic Control Officers (UK} made the following comments to Plenary: 'Mr. President, Members of the Board. Delegates. Ladies and Gentlemen: Since the statement by !PCS to Committee A concerning their application to join !FATCA the UK Guild has been questioned and challenged by many delegates concerning their membership numbers. The UK Guild would therefore like to make a short statement to clarify their own position.

The UK Guild believes that, to the best of their knowledge the /PCS statement is statistically correct. However. it helps to explain the situation when we state that many controllers are members of both organisations (i.e. !PCS and GATCO). The UK Guild actually represents 65% of all UK controllers.

70% of CAA controllers and has the capability of representing 700% of all UK controllers.

Currently our membership is 7,207 and increasing.

Thank you.· There being no further business from the floor. the president invited the guest speakers to take the rostrum as follows: Mr. J. S. Smit, Director of Air Traffic Services and Telecommunications, Mr. A. Gil of the !LO. Cap-

tain Sansalone of IFALPA and the chairman of the Yugoslav Association Mr. Kapetanovic.

Address by J.S. Smit. Director ATS and Telecommunications.

Department of Civil Aviation. Netherlands Mr. President. Ladies and Gentlemen. I would like to make some observations with respect to the development of international air traffic control. In this context I shall consider international air traffic control to be the totality of measures which we have to agree internationally in order to ensure that aircraft can fly expeditiously from A to 8 - wherever A and B may be in the world - and are flying equally safe wherever they are and in spite of the variances there may be in the degree of sophistication of the A TC systems. Against that background I would like to look at a number of issues in the area of A TC operation and safety that face the international community. In particular I ask your attention for the international conformity of what I choose to call the 'tools of ATC'. i.e. rules, procedures, control methods and equipment.

These. together with the skill of the personnel providing. maintaining and using these 'tools·. determine the A TCefficiency: that is the capability to control traffic at a movement rate which - within reason - meets the demand while maintaining levels of safety which conform internationally.

According to Webster, the verb 'to conform· indicates a likeness or agreement in form, in nature or in essential character. I prefer to use that

The Secretariat busy as always.

word rather than standardize, as it expresses more flexibility and less rigidity and authoritative air, but it preserves the essentials. Some of you may know that at the 7980 Annual Conference of the Air Traffic Controllers· Association, I presented a paper which expressed a feeling of concern with respect to the diverging speeds of- on the one hand - technological developments and - on the other hand the development of internationally agreed rules, performance specifications. or whatever name you want to give to material which ensures that our A TC systems - and here I quote Webster again - agree in form, in nature or in essential character.

Of course, international agreements will always lag behind the developments of technology, but my point is that the backlog is becoming too big.

As long as developments in A TC systems are. as the saying goes. evolutionary rather than revolutionary, use can be made of experience and acquired knowledge. But in many cases, developments are not evolutionary any more. at least not in the sense it was originally meant. A wide array of choices in advanced technology is now available, in hardware and software and is offered in a large variety of possible system designs. The international character of air traffic control demands that the developments of our systems do not diverge. This can only be guaranteed if there is adequate internationally agreed guidance.

However, the incompleteness or even absence of such guidance is gradually

growing to a level that puts the conformity of A TC systems internationally at risk. These risks result from the flexibility of modern systems and the large number and variety of authorities, industries and individuals which define the performance capabilities of those systems, without there being valid common denominators.

There is an enormous variety in the degrees of sophistication of A TC environments in todays world. In the same world technology makes progression possible at steps which seemed inconceivable less than a decade ago. A TC systems may jump from procedural control with paper strips to radar control based on digitized radar pictures, tomorrow maybe from an A/dis lamp to satellite data link. Can we digest all that progress? Certainly, the experience and knowledge in a number of states with advanced A TC systems ensure that a satisfactory operational application and safety of air traffic is adequately maintained. although there may be shades of difference in the 'standards'. However, the situation is somewhat more difficult in parts of the world where states with only shallow operational background. sometimes faced with explosive development of air traffic and being bombarded with advanced technology, cannot but pass over certain pre-computerized era ·s - such as for instance the use of analogue radar - and therefore will never acquire the same experience and knowledge. There are indeed already many advanced technological applications in use which seem to be

commonplace for some, but which for others are still concealed in the Eden of promised technology. Examples are digitized radar. radar tracking, sophisticated flight trajectory prediction, conflict detection and warning, automatic data distribution and display, etc. Further advanced developments are already within sight, such as SSR Mode-S. Traffic Alert and Collision Avoidance System (TCAS). MLS with flexible approach paths in the vertical and in the horizontal planes, conflict resolution, flight management systems with 3D and 4D navigation capability encouraging fuel-efficient profiles. and mention is even made of automated en route ATC and airborne traffic situation display.

The question can be posed whether those that are in the lead have not pushed on too far ahead without leaving behind adequate route-indicators to ensure that those that are to follow stay on tracks that do not diverge.

Without wanting to dramatize imperfections of past and present, it appears to me that internationally we are neglecting some uncompleted work and if we ·re not careful we risk to arrive at a degree of divergency that may increase to the point at which reconciliation will become a major problem.

In summary, there is a two-fold challenge for international A TC. One is to consolidate internationally the knowledge and experience of pioneers, precursors and of early application for the benefit of those to follow: we have to catch up arrears. For instance. a good /CAO manual with 27

JS. Smit.

some rules or principles about basic radar accuracy, the digitizing process. the combination of radar signals from different sources. how the integration of signals with different characteristics and accuracies affects overall accuracies, etc .. would already be a most useful document, particularly for developing countries. But it does not exist.

The other challenge is to find new ways and means to describe and document the rules required to ensure that also in future developments there will be 'likeness or agreement in form, in nature or in essential character·.

For this a more inventive approach is needed. We must try to find methods to define A TC system performance characteristics to protect and safeguard the quality of international A TC. Such a new approach could be found, I believe, in the development of minimum performance specifications for A TC systems in which we specify minimum qualitative criteria and conditions that A TC systems are to fulfil to be recognized by international aviation. Those minimum performance specifications will have to be consolidated in worldwide meetings of /CAO. But those meetings will be fruitless if the preparatory work is not done properly.

And even before we can start such preparatory work, a precondition is that the international aviation world community is convinced that there is this job to be done in the interest of the same international aviation.

Mr. President, you yourself, in 'The Controller·, mentioned that the improvement of air traffic control equipment, procedures and working conditions will continue to be the priorities 28

of IFATCA. Also, that the Federation will have to concentrate on finding ways to overcome shortcomings of A TC systems in many areas of the world to ensure adequate aviation safety everywhere. In that context, Mr. President, I believe that your international Federation has an intimate interest in the international issue that I raised.

This is particularly the case now that more and more A TC functions and A TC related functions are being included in hardware and software both on the ground and in the air. The international activity that I implicitly advocate clearly falls within the sphere of responsibility of /CAO. But, as an international organization, /CAO is not an isolated self-supporting body.

It can only initiate and successfully complete activities if and when the international aviation community feels and agrees the need and gives its support. That stage has not been reached yet. mainly because the larger part of the aviation community has - neither nationally nor internationally - given enough thought to the issue that I raised.

Mr. President. Ladies and Gentlemen, you have an excellent opportunity to promote and foster the ripening process that is still needed. In the first place because of your professional relationship with the subject.

In the second place because, through your member organizations. you can reach many authorities. users. and industries in the world.

Promotion of the subject will require the support and cooperation of many members of the aviation community at national and international levels. I realize. as well as you will do. that /FA TCA is but one of those. But your voice, Mr. President, Ladies and Gentlemen, could carry weight ... if you don't make it too heavy .

I sincerely hope that you still have a little space left in your baggage to carry this thought home .

Address by Mr. A. Gil of the ILO: As the official responsible for International Labour Organisation activities in A TC. I am honoured to address the 2 7st Annual Conference of IFATCA. On behalf of the Director-General of the International Labour Organisation, I should like to thank the Federation for having invited the International Labour Organisation to be represented here.

As you may know. a close working relationship has developed between IFATCA and the International Labour Organisation over the years. a relationship which, especially during

the past year. has expanded significantly in several new directions.

In September 798 7, the International Labour Organisation was represented for the first time in the Fourth !FA TCA Regional Meeting for North. Central and South America, held in Lima. This representation has been of great value to the International Labour Organisation in more than one way. In conjunction with that Regional Meeting, at the request of the Peruvian Air Traffic Controllers· Association, the International Labour Organisation carried out an on-thespot study on the conditions of employment and service of air traffic controllers in Peru. This was also the first time that the International Labour Organisation has undertaken such a specific local study with a view to applying the conclusions of the International Labour Organisation Meeting of Experts in the Peruvian A TCsystem.

Following that study a number of other !FATCA Member Associations have requested the International Labour Organisation to carry out similar studies in their countries. May I indicate that very limited funds are available to the International Labour Organisation for such purposes. Requests should therefore include a detailed outline of the subjects to be studied and if possible, a brief description of the existing conditions of work.

The International Labour Organisation will carefully consider these requests in the light of the financial possibilities available to it and of other competing priorities.

Again, for the first time, the International Labour Organisation Committee on Freedom of Association considered two complaints concerning A TC disputes in the United States and in Greece. Its findings have been made available to IFATCA. All these developments show that the role of the International Labour Organisation in air traffic control is far from over, and that its relations with IFATCA will grow closer yet.

At the risk of repeating myself. Mr. President. I wish to refer to the report and conclusions adopted by the 79 79 International Labour Organisation Meeting of Experts on Problems concerning Air Traffic Controllers. Unlike International Labour Standards which are adopted by the International Labour Conference of the International Labour Organisation, these conclusions are not legally binding. and their follow up is not subject to a formal review procedure by the International Labour Organisation. Nonetheless. as they were officially communicated to the Governments of all

International Labour Organisation member states, they cannot be regarded as a purely internal International Labour Organisation document. Indeed there is much evidence that they are being used in many countries. In this respect, Mr. President. I should like to reiterate my appeal to your Federation membership: it would be of great help to the International Labour Organisation if the controllers informed it regularly, and in good time. - and that means at the very initial stage - of the manner in which these conclusions are used and of the extent to which they have been applied in each country. Theimportance of such action. Mr. President, should not be underestimated.

Ladies and Gentlemen: many of you have met Mr. von Muralt, Head of the Basic Industries and Transport Branch. who is my immediate chief in the International Labour Organisation.

This was the first time he attended an IFATCA Conference. He very much enjoyed the short time he spent in your company and regretted to have to return to Geneva after staying only for two days.

So, on his behalf. I wish IFATCA and air traffic controllers all over the world every success in their future endeavours. Thank you.

Mr. Kapetanovic. being the chairman of the host Association of the 22nd Annual Conference of IFATCA, addressed the delegates briefly inviting them all to Split. Yugoslavia. the venue of the next conference.

With Kapetanovic' s invitation being delivered. it was time for the host Association's Chairman, Sip Koopmans, to bid farewell to his and his Association· s hundreds of guests and acknowledge the hard work of the many people who made up the organising committee. the secretariat. etc.

'The Controller· will not add anything more than what their Association· s president had to say about them all.

Sip Koopman's address reads as follows:

Members of the Board and Council.

Directors and Delegates, Distinguished Guests. Ladies and Gentlemen, I do not intend to speak at great length.

What this speech will boil down to is one big 'thank you'. To start with, I wish to thank you all for attending this Conference. Some of you left us in uncertainty for a long time whether you would attend or not. This fact. / 'm happy to say, did in no way make the Conference less successful even though it did worry the Organising Committee (and me).

On behalf of the Board of the Netherlands Guild of Air Traffic Controllers and the Organising Committee, I wish to thank everybody who helped to make this Conference a success. I express our thanks to the Authorities of the Netherlands Department of Civil Aviation for their support and sponsorship. They found themselves in a tight spot when we made our impressive request for special leave to either organise or attend the Conference. One of the control units was fighting a shortage of staff even before we made our request! Nevertheless, the utmost was done to meet demand- just like in air traffic control.

I would like to mention the DirectorGeneral, Mr. Raben, whose help and support deserve our appreciation. I wish to thank the Director A TS, Mr. Smit. for his assistance and for coming here to give us some thoughts 'for the road'. However. most of us will travel by air and at less expense than usual, thanks again to the efforts by the Department of Civil Aviation.

Next, I wish to thank the Corporate Members of the Federation for their support. Many of them exhibited their products at the Technical Exhibition and an interesting and well-attended Technical Panel was followed by an equally well-attended Corporate members lunch. Our special thanks to the Corporate Members Co-ordinator.

Peter Jorgensen. The new Co-ordinator we wish good-luck.

To follow are the companies and authorities responsible for all the 'special arrangements'. We appreci-

ated and enjoyed the lunches hosted by the Department of Civil Aviation, the Fokker Company and KLM Royal Dutch Airlines, as well as the reception by the Burgomaster and Aldermen of Amsterdam.

I feel sure you have enjoyed yesterday ·s evening arrangement, which the Netherlands Guild was able to offer thanks to the cooperation of Martinair Holland.

I feel equally sure that you will enjoy what is still in store: tonight's canals tour. hosted by HSA, Hollandse Signaalapparaten.

Also, the Guild and the Organising Committee wish to thank the advertisers of the Conference Program brochure.

For easy and efficient registration and a smoothly operating secretariat we are indebted to WANG Computers, who provided word processors, printers. programming and the b/ufl, red and yellow paper used at this Conference. Mr. Spies and Mr. Moolenbel gave up many hours of their valuable time to make this all possible. If you are ever on the lookout for the easiest thing but pen and paper and yet much more flexible. I suggest you contact them. I also like to express our gratitude towards Canon, who provided us with a copying machine at extremely short notice and at attractive conditions too.

I have now arrived at the Organising Committee. More than two dozen colleagues, friends and relatives have been extremely busy, not only this week. but also in the preceding weeks or even months. Without their efforts it

As always the European Region with a very strong presence at !FA TCA·sAnnual Conferences.

29

I

Helmut de Groot. chairman of the Organising Committee escapes in a corner for a brief breath.

could not have been done. And although they may not appreciate this move. I would still ask all members of the Organising Committee to stand up so that we can give them a big hand for the tremendous amount of spare time they have put at our service.

I would like to mention one person in particular: Helmut de Groot. Chairman of the Organising Committee.

Helmut. I am sure you never expected these last few months to be as hectic as they turned out to be. Just a few minutes more and you too can sit back and relax. Thank you for doing a magnificent job! By the way. I suggest the two of us mail our next telephone bill to the Guild's treasurer without bothering to open the envelopes.

Ladies and Gentlemen. I am approaching the end of my list now However. we should not forget the wives. husbands. fiancees. or what have you of those involved in organising this Conference for their support, help and patience. Also. anyone not mentioned so far: you have not been forgotten. because this 'thank you· is to you.

My personal thanks finally to Ian Finlay from the UK and my wife Loes. who together helped me out when my usage of English tended to become non-common and who, 1·m happy to say. nevertheless are still on speaking terms!

Ladies and Gentlemen, Our Federation has come of age. Let us hope that this adulthood will bring aviation in general and the profession in par30

ticular even more benefits than those that have been brought about in the past 2 7 years. I wish you all a pleasant evening tour tonight: if you are not yet leaving: a nice and sunny stay in Holland. and whenever you leave: a safe journey home. With these wishes I now formally close the 2 7st Annual Conference of the International Federation of Air Traffic Controllers· Associations. Thank you.

J. Kapetan9vic (president YATCA), 'lobbying· J. van Eck of EGATS for the 7983 Conference.

The 2 2nd Annual Conference organisers. Alexander Stefanovic ( J969 IFATCA Conference organiser), secretary for the organising committee (centre). On the left Alexander Cvarkovic also of YATCA.

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New IFATCA Officers

Erik Sermijn (Vice-President Professional) Erik Serm,jn, born in Gent in 7943, joined the Belgian Airports and Airways Agency in December 7964, started his A TC training in 7965 and qualified as a radar controller in 79 72.

He is presently working as a radar controller at Brussels ACC. Since 796 7 he is a member of the Belgian Guild of Air Traffic Controllers.

He was elected as a Board Member in I 969, where he acted as Editor of the Belgian ATC magazine. In I 9 74, he was elected President of the Belgian Guild, was reelected three terms and is still holding this office. He attended Several IFATCA Conferences and Regional Meetings and was the Chairman Organising Committee of the IFATCA 79 Brussels Conference.

Adrian Enright (Regional Vice-President for Europe-West Region) Adrian began his A TC career in January 1966 when he joined the United Kingdom Ministry of Civil Avi32

Bernard Grezet (Treasurer) Bernard joined Radio Suisse in 7969 soon after his graduation from school.

He joined the 39-strong Geneva Tower control team in 79 76 after becoming an air traffic controller in 79 74.

Bernard has since 79 7 7 been a very active member in his Association ·s activities and is, since 79 73, a full member of IFATCA ·s Standing Committee Ill (SC Ill) which deals with IFATCA ·s finances. His new post will most certainly keep him very busy but for sure the new functions will not be strange to him. Not a stranger to IFATCA conferences, Bernard has attended regularly since 79 75. Bernard replaces Hans Wenger who now chairs SC Ill.

ation as an ATCO Cadet. In 1969 he completed his training and received his A TCLicence with all radar and nonradar ratings. In January 79 72, Adrian joined Eurocontrol at the Brussels UAC as a controller moving to the Maastricht UAC in March of that year.

Since 79 75 he has been an ATC Instructor at the Eurocontrol Institute in Luxembourg teaching in all EJspectsof air traffic control, instructor techniques and management stuoies.

Since the Nicosia Conference ( 19 7 7) Adrian has been the Chairman of SC V and has been responsible for formulating IFATCA policy on Training and Recruitment during this period.

Formerly a member of EGATS, Adrian is resident in Luxembourg and a member of the Luxembourg Guild.

Hans G. Laube of AEG-Telefunken (New I FATCA Corporate Members Co-ordinator) Hans joined AEG-Telefunken 24 years ago and has represented AEGTelefunken ·s radar systems division at IFATCA conferences since 79 7 7. Before Hans joined the technical sales department of AEG-Telefunken 's radar system division, where he works as department manager, he gained his experience in the A TC field on several international and domestic GCA projects as group leader and engineer, in the radar system testing field and the system development section.

Charles 0. Lester (Regional Vice-President for the Caribbean Region) Charles works as a radar controller for the Netherlands Antilles Civil Aviation at Curac;ao. He is the first vicepresident of his Association. Charles takes the place of Richard Green who held the post for the past four years.

The Choice of Technology for ATC Radars Part I - Transmitters

by H. W. Cole

Introduction The ATC world is under pressure.

Carriers with rising fuel and operating costs are under pressure to win the competition for profitable route-miles.

ATC authorities are under pressure 10 meet the carrier's requirement for a safe. fuel-economic service in the face of their own rising manning costs.

ATC technical services are under pressure to deliver ATC equipment performance at high system availability with static or reducing numbers of technical and maintenance staff. who are also required to keep abreast of new technologv.

Procurement executives have to respond to pressures from all the above to implement or expand ATC systems with high reliability and low life cycle costs to meet modern operational requirements.

It is self-evident that the need to increase mutual understanding of modern problems in these areas was never greater: The pressures increase 'information gaps· between all concerned.

During the Technical Session of the 1982 IFATCA Conference there was evidence of one source of 'information gap·.

Expressions from practicing controllers in

the audience made it clear that designers were not getting across 10 the users the good news of the benefits resulting from modern technology towards reducing some of these pressures. The author delivered a short paper at the conference which aimed at making good this shortcoming and has gladly taken the opportunity of publishing its substance at length in two articles. of which this is the first.

The Problem Let us go back to the beginning - why are the information gaps there?

It would seem simple to explain.

Users and planners have developed their expertise in the use of equipment furnished for them by procurement executives to meet operational requirements.

Procurement executives and their technical advisers have developed expertise in physics. engineering and technology which they use to interpret operational requirements and hence determine systems for the user.

Thus there are two areas of expertise in two differing disciplines. An ideal resolution of this situation would be to find the user with knowledge of modern technology. served by a procurement executive

Henry William Cole (Marconi Radar Systems Lid.)

Harry has been In the radar business since he Joined •as a wet-nosed lab assistant" to B.C. Fleming-Williams during the 2nd World War. After seNIce in the Royal Corps of Signals in the Middle East. he did development work on MTI systems. field trials and commissioning of ATC radar systems. After more development work. became a radar systems engineer.

I01ning The Marconi Co. in 1960. in that capacity. In the late 60"s he was engaged in product planning for 3 years For the past 8 years he has lectured to the post graduate Bosworth Course at Birmingham University. on radar and ATC. He has had many papers and articles p1Jblished- some in 'The Controller_ He has particular interest In SSR matters and is currently Principal Radar Systems Engineer at MRSL He is proud to have been elected his company's IFATCA and GATCO Corporate Members Representative last year.

~

rl

with knowledge of modern ATC practices and requirements. All administrations strive to reach this ideal. I believe 11Is too seldom achieved. because this need for shared detailed knowledge by both pa, ties too often remains unsatisfied The Effect of the Problem Procurement executives and their technical advisers have the onerous task of translating operational requirements into technical specifications They are usually under pressure to ·get on with the job· and do 1101 always take the necessary time to explain. In terms understandable by the user. the various technical choices made by them on the user's behalf. This results in the user quite often being led to believe or accept only one set of 'truths' - those given them by their advisers.

Also it is the procurement executive·s technical specifications to which the supplier responds in like technical terms and so a bias towards technical matters creeps in at the beginning.

Users. in turn. are not always able to be as rigorous as they should in specifying their operational requirement 111sc1ent1fic. unambiguous terms.

Small wonder then. in these days of fast-changing technology. that the 1r1formation gap between user and technical adviser (plus those further down the chain) Is growing.

These articles are aimed at giving users some insight into ATC radar technologies. which are competitive in a given ATC role. so that they may enter into dialogue with their technical advisers on a better footing Competitive Technologies Engineers will persIsI1n coming up with new ideas and choice among these gets more difficult as technology advances New and strange terms are bandied about making it appear to the user that ·11 Is all beyond him'. This would seem to force the user into ever deepening reliance upon his technical advisers I believe It possible to bridge this gap in understanding and take as example the case of the Terminal Area Radar (TAR) for the following reasons.

En route (ERR) and Approach Surveillance (ASR) radars need performance characteristics which inhibit one radar from performing both roles sat1sfac10rily.

33

Although systems claiming to perform both roles are being marketed. compromises of consequence to ATC have to be made. For instance. two vastly differing antenna rotation rates cannot be provided simultaneously from a single radar. The TAR' s performance falls between the ERR and ASR and choice of parameters such as pulse length. antenna rotation rate. beamwidth. etc. is much wider and more difficult to make if an optimum is to be achieved.

The Terminal Area Radar (TAR) Typical parameters resulting from the operational requirement are as follows: Data Rate: 1 2 per min for good track continuity Range: 80 to 100 nml for longer marshalling time and weather monitoring Pulse Duration: 1 to 1 .5 µsec for good range discrimination Azimuth Beamwidth: 1 .5 ° to 1. 7° for good MTI and adequate azimuth discrimination (2 nml at 90 nml) Minimum Range: half nml. for fall-back into approach role.

Clutter Rejection: Dealing with pe·s (permanent echoes) moving clutter. angels. second-time-round signals.

Cosecant Squared: for cover on over-fliers at close range VPD (Vertical Polar Diagram) Technologies to satisfy the requirements fall broadly into three areas: antenna techniques. transmission techniques and signal processing techniques.

Although these are inter-related as far as system performance is concerned. this article will concentrate upon transmission techniques. the others being referred to only as necessary. Part II will be concerned with signal processing for the TAR. The First Choice to be Made An over-riding consideration is the radiation frequency to be used. Here there is a choice. which is not difficult to make.

The options are: 600 MHz (50 cm). 1300 MHz (L band 23 cm). 2900 MHz (S band 10 cm) For maximum immunity from weather clutter and best possible rejection of ground clutter and angels. 600 MHz is undoubtedly the best choice. The long wavelength takes full advantage of the low level of clutter fluctuations (moving trees and vegetation. etc.) which can spoil the MTI •s cancellation of pe· s. For a given transmitted power density and resolution cell the signal returned from rain is 28 dB (625 times) less at 50 cm than at S band.

The signal from aircraft in a resolution cell (which may also contain rain) would be about the same at both frequencies.

There are sometimes requirements to detect. as well as reject. weather signals simultaneously in order to locate weather of consequence to pilots and to get some measure of its movement and severity.

For TAR' s the weather immunity of 50 cm can be a disadvantage. S band is at the other extreme since severe weather. even if circular polarisation techniques are used. can obscure too many wanted targets. Thus the choice is directed to L band

34

A modern dual-channel radar Transmitter-Receiver and Signal Processor. Seen middle of second cabinet from left is the Coaxial Magnetron CFO. below which is a multi-module solid state modulator. Design gives reliability. longevity and simplicity.

Phorograph courtesy: Marconi Radar Systems Limited.

- 23 cm. At this value weather detectability and immunity tend to balance at an optimum Two Classes of Technology for MTI All Doppler MTI systems rely upon a property of the radar called ·coherence·.

By this is meant that there is. by design. a known phase relationship between received signals and a reference frequency internal to the radar. In a coherent system. the phase of signals received from permanent echoes relative to the reference is constant from one transmission to the next. Using phase detection. cancellation of fixed echoes can take place. Because of the system's phase sensitivity and stability. targets moving a fraction of a wavelength between transmissions can be detected - hence ·moving target detection·.

There are two distinct methods of producing coherence. One is to use a power amplifier transmitter which takes. as input. gated samples of a continuous stable oscillation. The gate duration forms the output pulse; its frequency of repetition determines the interpulse period. The other is to use a selfoscillating device whose output is produced when a suitable high voltage is impressed across it. The output pulse is generated for the time the voltage is present. The rate at which it is present sets the pulse repetition period. Such devices have an output pulse whose starting phase varies from pulse to pulse. The required phase reference to give coherence is produced by sampling each transmitted pulse and latching an oscillator to it during each successive interpulse period. This is the classical Coho-Stalo technique.

The first system is variously known as ·self-coherent'. •driven· or 'power aplifier·.

The second system is generally known as the 'Coho-Stalo' or ·self-oscillator' sys-

tern. Both of these are described in detail in Skolnik's 'Introduction to Radar Systems· and other standard works. (refs. 1. 2 and 3.)

Transmitter Technologies These are governed by the output devices available now. They are summarised in Table 1.

A major factor in the choice will be the degree of risk deemed acceptable by the buyer in choosing between devices with differing field track record.

Of these we can dismiss two candidates at the start: The Amplitron on grounds of its low gain and the 'Twystron· because the mean powers required by the TAR are much lower than such devices are designed for.

This narrows the choice to Cross Field Oscillator (Magnetron technology). Klystron.

TWT. and Multiple Transistor Modules.

Radar performance is a function of the mean power irradiating the target and values of between 1000 to 2000 W are suitable transmitted mean powers for a TAR as specified above. With this in mind Table 2 gives a comparison of output devices in the context of the TAR. A simple scoring system of ·weighting· is used.

Even though other weightings could be given to the characteristics in Table 2. the author suggests that provided the required performance is achieved (remembering performance includes the ability to continue to perform). the league table would still give the modern·CFO top place. followed by the Solid State Transmitter.

The table is by no means exhaustive but draws attention to salient points. A singular difference can be spotted. All but the CFO allow self-coherent systems. The importance of this is currently made much of to the point of emotional bias against the

Table 1

Cross Field Devices

Magnetron (SO)

Linear Beam Devices

Resonant Cavity (SO)

Klystron (Dr)

Coaxial (SO)

Travelling Wave Tube (TWT) (Dr)

Amplitron (Dr)

Marconi Radar Systems S600 L band transmitters give average life-times of about 5000 hours. In MRSL's S600 ATC systems this figure is nearer 10.000 hours with recent records showing more than 13,000 hours.

Solid State Devices

Multiple Transistor Modules (MTM) (Dr)

Hybrid TWT / Klystron (Twystron) (Dr)

SO = Self-Oscillator Dr = Driven Device (Power Amplifier) CFO. It is as though driven systems have just been invented - that there is some magic or sanctity in them. They are in fact the oldest technology in the radar art. Note particularly the date of reference 3.

turer· s figures of performance. it can be shown that the driven and self-oscillating devices have the same performance in terms of system stability for a pulse duration of 1 .35 microseconds. The graph in Fig. 1 shows that at pulse durations less than 1 .35 microseconds the self-oscillator performs better. At pulse durations between 1 .35 and 1 .5 microseconds the difference can be regarded as negligible.

Thus the TAR requirement can be fully met by the self-oscillator.

Driven Systems versus Self-oscillators - The Break-even Point Modern digital signal processing techniques have advanced so far that they are no longer the limiting factor in MTI performance. It is much more common to find the radar system stability as the limiter. The biggest component of this is transmitter performance. Claims are made that driven or self-coherent Klystron systems produce stability superior to self-oscillator systems. This is true up to a well-defined point. Both systems require pulsed transmissions and thus use a pulse modulator.

In both cases the purity of the RF output is a function of the degree to which the modulator matches the requirements of the output device. In both cases the rate at which the modulation pulse rises and falls. its constancy of amplitude during the pulse. and from pulse to pulse. are factors determining system stability and hence MTI performance. Given an optimum design of modulator and using manufac-

Table 2

Life Time As examples of CFO's, early and current magnetrons have an undeserved reputation for short life and high failure rates. This is largely because their track record includes data upon very many badly operated systems - bad in the sense that the modulator was not properly designed to match the magnetron. A big contributory factor is that many modulators used gas discharge tubes to generate the RF output pulse. Typical reliability figures for hydrogen thyratrons (commonly used gas discharge tubes) are in the range 500 to 1000 hours. However. by careful overall transmitter design. even with such modulator tubes. magnetron reliability in the

Improved Cross-field Devices In the context of the TAR. modern magnetron derivatives can be operated at something like half their permitted mean power rating. This confers extremely long life upon the devices. approaching that of linear beam tubes. at much lower cost.

This. coupled with the very high reliability of a modern solid state modulator offering graceful degradation. makes this device very attractive. Its high efficiency (about 40%) is far superior to that of an equivalent klystron or TWT (about 17%). Also the inherent simplicity and classic design of the whole transmitter adds to its attractiveness. avoiding complex liquid cooling and high voltage supplies. To summarise the above, attention is drawn to the following vital points: a) Judgement of cross-field oscillators should be made in the light of modern devices and their continuing development. Design technique has reached a point where the transmitter can be considered as consisting of a mutually supportive combination of modern modulator and modern tube and not two separate entities as in the past.

This confers performance on the 'whole' which is greater than the ·sum of its parts·.

Future Development The most widely used CFO is the magnetron. Its critics point to its lack of selfcoherence - however. I shall show in Part II that self-coherence is not always a blessing to the user! Current developments include improvements embodying the multipactor principle by which auto-coherence can be achieved by the CFO and criticism on this score will no longer be justified.

The multipactor technique will also make high speed electronic tuning. phase coding. Barker coding and pulse corn-

Comparison of TAR Output Devices

Characteristics

Cross Field Oscillator

Life Time Cost of tube or output devices Efficiency Size (of TX equipment) Cost of transmitter Cooling Output device protection Mechanical handling Shelf storage Self coherence (driven system) Complexity of transmitter Device failure mode Signal processing overhead Electric stress Field experience

+ 0 + + + + + + +

Total Weighting

+ 12-3=+9

+ + + +

long moderate high small low simple simple easy easy no low catastrophic low low much

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Klystron

Solid State

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pression possible: All characteristics previously ascribed only to driven systems.

The TWT and Multiple Transistor Modules (MTM) Both of these. despite their emphasised ability to achieve self-coherence. suffer a major disadvantage - low peak output power. The TAR transmitter is required to produce mean powers of between 1 and 2 kW. With both TWT and MTM. pulse durations greatly in excess of 1 .5 microseconds have to be transmitted in order to translate their low peak power into the necessary mean power.

This is made tolerable to the user only by pulse compression techniques. A launched pulse of for example. 50 microseconds duration is processed back upon reception into a 1 microsecond version. the 'long whisper· to produce the 'short sharp shout·. A major difficulty is encountered because the radar system cannot 'listen· until it has finished 'talking· and such a system has a minimum range of 50...,.. 12.36 nmls. i.e. about 4 nmls. This Is not good enough for a TAR. To overcome this serious disadvantage the transmission has to be duplicated: The long pulse (frequency modulated) must be followed by a non-compressed short pulse al a different frequency to allow the short minimum range requirement to be met.

This is illustrated in Fig. 2. The increase in system complexity is self-evident. In TWT transmitters. the output tube's potential

36

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reliability is off-set by its very high cost. greater system complexity and unreliability of the modulator sub-system. In the case of the Multiple Transistor Module transmitter there is also a cost penalty to be paid. Equally complexity is very high.

However. an attractive virtue of the MTM is the ability to replace failed modules •online·. The emergence of solid state technology and its wider use in future is inescapable but the solid state RF output device is still new and expensive with little field experience making it a doubtful 'front runner· for those with limited budgets and techical resources.

The distinct virtue of the TVVT is its ability to produce its power over a very wide frequency band. This is highly desirable in military radars requiring frequency •agility' to counter jamming systems. This virtue is not called upon in ATC radars.

Conclusion I hope that the above arguments and discussion will not be regarded as special pleading out of technical weakness. Perhaps it will suffice to say that my own company has proven competence in the design. manufacture and supply of all the alternative transmitters mentioned above.

It has been my intention only to show that there are no absolute 'bests· in the technical realm when seen from other than academic viewpoints.

Other considerations such as: Initial costs Life cycle costs Training and maintenance costs Simplicity of design High reliability System availability all govern what. for the user and his procurement executive is best for them in their particular circumstances.

References 1. Introduction to Radar Systems (lnterna11onal Student's Edition) Edited by M .I. Skolnik 1st Ed. McGraw-Hill Book Co. 1962 2nd Ed. McGraw-Hill Koga Kusha Ltd. 1980 2. Electronic Engineer's Reference Book. 4th Edition Edited by L.W. Turner Published by: Newnes-Butterworth 1976 3. The Marconi Review No. 121. Vol. XIX. 2nd Otr. 1956. pp. 53-60

Concorde Fiscal Returns Vary British Airways claims New York-London SST operations earned profit (unspecified) in 1981. but for Air France Concorde lost$ 2.8 million on New YorkParis route. despite 35% passenger rise.

French carrier observed Concorde enjoyed 65% load factor on North Atlantic for ·very. very healthy' showing. 'The Wall Street Journal· reports. French Government wants Concorde service to Rio de Janeiro from Paris ended. British and French Transport Ministers have held talks regarding continued SST subsidies. Recent U.K. Government study showed cost of assistance to be $ 35 million more than abandoning Concorde operations. prompting 'The Times· of London to forecast SST 'will not be killed off in 1982 .

F-16 program at Fokker The 100th Fokker assembled F-1 6 was officially handed over to the Royal Netherlands Air Force. Monday. June 14. bringing the total of the Netherlands Air Force·s F-16s to 62. The other 38 were delivered to the Norwegian Air Force.

Fokker began F-1 6 assembly in 1978 and is halfway through current orders for these fighters. production of which will continue until 1 986 at least. Expectations are that. as a result of Royal Netherlands Air Force followon orders in the coming years. the program will continue up to the nineties. Important spin-off from this program can also entail orders for repair and modification.

Approximately 1 300 employees at all the Fokker plants are involved in the F- 1 6 production and its various components.

Current volume of the program exceeds Dfl. 1 billion. The F-16 program is very important portion of Fokker' s total production. Due to the nature of a government order of this kind. production is established for a number of years. so that steady employment is assured. Some 14% of Fokker·s total workforce is involved in the program.

Three F-1 6s per month are currently assembled and 1 0 center-fuselage sections and 10 sets of wing moving parts are manufactured.

In the course of the year. production of F-1 6 carbon fibre tail sections will begin at Hoogeveen. This new order resulted from the first Royal Netherland Air Force follow-on order for 22 F-16s.

The F-1 6 program entails highly advanced technology. and very up-todate techniques have been introducted into the company: new five-axis NC machines. advanced aircraft systems and. very soon. components will be manufactured from new composite materials (carbon fibre components).

Through the links with a major US aircraft manufacturer.

Fokker has gained considerable knowledge of management techniques. A government order of this nature demands sound project management and. in addition. more discipline and a more formal approach than with civil aircraft programs.

With the delivery of the 1 00th F-16. Fokker handed over 49 single and 13 two-seaters to the Royal Netherlands Air Force. Thirty-one single and 7 two-seaters have been delivered to the Norwegian Air Force to date.

F-1 6 center-fuselage component production at Drechtsteden.

Ypenburg and Schiphol. wil reach a milestone next month when the 500th center-fuselage component will be delivered. Fokker also delivers these important components to the US Air Force to meet its needs of F-1 6s for the USAF and those sold to 'third countries·. On the same day. Fokker will also deliver the 500th set of wing moving parts. Productivity in Fokker· s F-1 6 component production fully compares with that of the US manufacturer.

M LS development wi II reach a milestone m September when the first production. publicuse microwave landing system is scheduled to be commissioned. The facility is to be installed at Wexford County Airport in Cadillac. Michigan.

The MLS ground equipment will be provided by Hazeltine Corporation of Greenlawn. New York. Hazeltine and Bendix are developing airborne MLS receivers for air carriers that are expected to cost between S 2.500 and S 1 0 000. Several avionics are working on units for general aviation aircraft that are expected to cost between S 2500 and S 3000 and will follow the introduction of the receivers for airliners.

Aircraft Thieves Upgrade Pickings Although 21 0 private aircraft stolen in 1981 represented 13% dip from prior year. value of purloined planes rose to $ 25 million from £ 20. 7 million. an increase attributed to fact two turbojets were included in total. Trend toward theft of aircraft with greater capacity was foreseen by International Aviation Theft Bureau (IATB). which attributed development to ·more sophisticated' federal. state. local law enforcement techniques that take narcotics smuggling more difficult. IATB. which ,s project of Aircraft Owners and Pilots Association. noted Florida incurred most aircraft thefts followed by California. Texas. Most popular ·victims· are Cessna 172 and 210. IATB added. An unrelated item in 'The New York Times· notes that one method smugglers use to elude authorities is ·tailgating· commercial airliners to escape radar detection. In 1980. 179 of 290 smuggler aircraft seized in U.S. were confiscated in Forida.

37

SSR Mode S Improvements in SSR Techniques and ATC Aspects of Air/ Ground Data Links (As presented by Cl I at the Amsterdam Conference)

Introduction The improvements to SSR techniques have naturally had a major impact on ATC procedures and methods.

These changes. brought about as the result of improved equipment with enhanced capabilities. have been tempered by equipment and system limitations and deficiencies. It is considered by SC I that IFATCA policy has kept pace with the technical developments from which ATC techniques have stemmed in this area.

The subject of 'Air/Ground Data Links· has been actively considered

by IFATCA since 1964 and much guidance material has been adopted.

ICAO has recently defined SSR Mode S to include not only all data link functions but also discret addressing and therefore mono-pulse techniques.

The ATC techniques which will no doubt evolve and be developed to take advantage of new facilities will also have to allow for the fact that these systems are not always perfect.

The Development of SSR The development of the use of Secondary Surveillance Radar (SSR) has been a gradual process. which in some areas is still taking place. With the introduction of Mode S and air/ ground data transfer on the operational horizon. it is timely to consider the lessons learned so far and to apply these lessons to Mode S where possible.

Although the theory of enhanced aircraft identification was well founded. the early days of SSR as a development of IFF was often a trial and error period for controllers to develop their own techniques. These techniques have been associated with parallel development of equipment enhancements in the air (e.g. 4096 codes and Mode C altitude) and on the 38

ground (e.g. digital labels associated with the targets). It could be argued that SSR has only come into its own with the provision of these later equipment enhancements. In this case. the changes in ATC techniques and the limitations imposed by the equipment should assist in assessing the possible impact of Mode S. ATC Developments One of the major changes in ATC techniques has been the change in emphasis in monitoring aircraft. With

a primary only radar picture. every controlled aircraft must be regularly monitored in order to retain memory identification of targets and to refresh assessment of the total air situation to compare against strategy. With digital labels. especially those associated with tracked or code/ callsign paired targets. continuous monitoring can be relaxed. This is because identity of targets is no longer the prime mental function. and the air situation can be reassessed with identity maintained on the display. The ability to remember

the identity and predicted positions of a number of moving radar targets has never been acquired by many controllers and may now have been lost by many others who have worked with labelled displays for some time.

However. labelling is a very positive advantage because the controller's mind has been partially freed of one responsibility to concentrate more on other control functions and thus handle more traffic.

The dependence for vital control functions on equipment must not be overlooked. With each advantage provided by electronic equipment there are usually disadvantages. and SSR is no exception. Some of these disadvantages have only recently become of direct concern to the controller. For a controller. consistent data is of more importance than technically perfect and precise data. i.e. technical limitations because of greater precision should not be apparent to the observer. With the reduction of constant surveillance. the occasional incidence of garbling or incorrect data has not proved impossible to tolerate. However. such deficiencies as lack of azimuth resolution of digitized SSR targets can be intolerable in areas of high aircraft density. especially where positive radar control is being exercised. i.e. the monitoring function is a high priority. Even in this situation the occasional incorrect Mode C or Mode A transmission is tolerable. because the information is easily disregarded as not fitting into an established pattern that is known to be safe (controllers have often denied that such incorrect transmissions occur). However. false indications of target heading changes resulting from poor azimuth resolution and track jitter can immediately affect the control Ier' s belief that a safe situation is being maintained.

The Impact of Mode S The improved surveillance service provided by Mode S will hopefully alleviate these difficulties. However. the final objective of providing a data link alternative to voice RTF channels seems to be receiving undue priority over the many intermediate development uses. Because of the high cost of development and some recent accidents. there are inevitably strong political and emotional pressures to justify this objective. If this is the general attitude then ATC may be asked to absorb technical difficulties associated with all such equipment in early stages of its development. before ATC techniques have been evolved to make best use of its advantages. Because of the technical difficulties yet to be

overcome. or even to be discovered. the lengthy systems integration necessary and the total time before full operation. it is suggested that as much advantage should be taken of less critical areas of Mode S development potential as is possible. In this way Mode S will be able to provide benefit for the widest possible range of users. and experience so gained will benefit the longer term objectives.

One example of such a use of Mode S is to automatically report aircraft heading. rate of turn (roll angle) and rate of climb and descent. to ground based radar data processing systems.

This application of Mode S does not feature significantly in some of the proposals for Mode S. most probably because of the differences in radar target reporting and different track prediction methods in use in different states. In order to improve target position display and provide more accurate prediction. especially for conflict detection. many ground systems would benefit from data received directly from the aircraft. Improved surveillance would provide controllers with the additional advantages and enable them to develop the new techniques required to take advantage of the full potential of Mode S. hand in hand with the technical developments. Some of these techniques will require regulation. as with SSR. For example strict regulation of SSR code allocation. code use and verification procedures has been necessary. Even so. code duplication still occurs. In some areas code duplication is still a normal practice (e.g. all departures in a particular direction assigned the same code) where it is not practicable to use code allocation procedures which conform with the basic ICAO principles that an aircraft should be assigned only one code per flight. and that this code should not be assigned to any other flight.

The final objective of Mode S appears to be the best the system can offer at best performance. It is known that SSR cannot be relied upon to provide always perfect performarce. and that occasionally there are procedural difficulties. Controller interaction is deemed to be a vital part of Mode S operations. especially where Mode Sis a backup or replacement for voice channels. ATC systems vary considerably and not all have the same level of sophistication. It is therefore necessary that simple procedures and principles be developed which can be applied to as many ATC systems as possible. The possibility of confusion. malfunction and human error should not go undetected. yet be easy to overcome.

Conclusions 1. In order to achieve these goals Mode S should be regarded as enhancing ground (ATC) systems. In this way it should be able to provide benefit at many intermediate levels of sophistication.

2. As the air-to-air capabilities are developed. these should be regarded as a back-up providing an additional level of safety in case of groundbased ATC system errors or failures. This built-in level of safety is becoming increasingly more significant as total systems become larger and more reliant on each subsystem functioning correctly.

Mode S appears to offer a solution to assist in overcoming the increasingly difficult problem of technical failure of ground subsystems.

3. In order that a wider approach to Mode S can be presented. it is strongly suggested that IFATCA take up any option to be involved in forming Mode S policy with ICAO. when the political and emotional pressures associated with Mode S (especially in the areas of ATC instruction confirmation and conflict avoidance) can hopefully be put into perspective.

Independent Study criticizes FAA/ Controller Relationship A special FAA-appointed task force has warned that unless the agency takes steps toward improving the relationship between FAA management and controllers. the agency is headed toward the same problem that led to the controller walkout last year. The task force was commissioned to evaluate the working conditions of controllers following the walkout. In its findings. referred to as "The Jones Report'. the study group said that deteriorating relationships within ATC facilities were caused by: inadequate methods for selecting. training and promoting people; an attitude among controllers that the FAA had little concern for them; a management structure that was centralized. rigid and insensitive; and the escalating militancy of PATCO. The report also contains 1 3 recommendations. DOT Secretary Drew Lewis said his staff intend to· study the report fully and use it as a tool in the restructuring of the work environment within the FAA'.

39

A310 Makes First Flight

Airbus News Production of New Super Guppy Complete

The third Super Guppy aircraft for Airbus lndustrie was rolled ou1 early in 1he month at UTA Industries' Le Bourget plant after completion of the production/ modification program undertaken two years ago. The Super Guppy is the four turboprop engined transport which carries big, fully equipped and technically ~omplete Airbus A300/ A310 subassemblies from the place where they are manufactured throughout Europe to the final assembly line in Toulouse.

The third Super Guppy will join the present fleet of two in June this year and will be operated like its two companions, be1ween Le Bourget/ Manchester/ Ches1er in the UK ( British Aerospace), Bremen/ Lemwerder, Hamburg/ Finkenwerder (MBB) In West Germany, Madrid (CASA) in Spain and St-Nazaire, Nantes and Toulouse (Aerospatiale) in France. A fourth Super Guppy will join the fleet in spring 1983. The additional Super Guppies are part of the investment

program undertaken to enable the production rate to rise to eight A300s/ A31 O's per month by mid1984. The two first Super Guppies entered service in November 19 71 and September 1973 respectively.

Nicknamed the 'Pregnant Whale', 1he Super Guppy is a development of the 'Guppy' which is in itself a development of the 83 7 7 Statocruiser.

Aerospacelines in Santa Barbara (California, USA), now merged into Tractor Aviation, produced the first Guppies at the request of NASA to transport the modules for the Saturn V program. They were also in charge of the design and production of the first two Super Guppies for Airbus lndustrie. The third and fourth Super Guppies are being manufactured by UTA Industries, who are responsible for the fuselage modification and final assembly, while cockpit, wings, nacelles and rear fuselage and tail modifications were subcontracted.to Tractor Aviation.

The Airbus lndustrie A31 0 flew for the first time on Saturday, 3rd April 1982. taking off from Toulouse(France)at 06. 33 GMT under fine weather conditions with no wind and landing three hours fifteen minutes later with the same weather conditions after completion of a full test program. The aircraft with the registration F-WZLHwas flown by a crew of two. with Bernard Ziegler, senior vice-president flight and support directorate, and Pierre Baud, vice-presidentflight division. Gunter Scherer, Gerard Guyot and Jean-Pierre Flamant were also on board as flight test engineers to manage the large test recording/ analysis installation ( 1,000 parameters controlled).

'All the objectives set up for the A31 o·s first flight have been met' said Bernard Ziegler after the flight during which a fairly wide flight envelope was explored in all configurations, extending from 1.1 Vs in landing configuration to 300 kts / Mach . 75 and 31.000 ft in clean. 'It was an outstandingly easy flight, which does not come as a surprise: this new bird just flies as smoothly as its elder brother the A300. •

The Super Guppy operation has been subcontracted by Airbus lndustrie to the charter carrier Aeromaritime, a daughter company of the UTA airline. 45 flight hours are needed to carry all the A300/ A310 sections to Toulouse.

Al I GCP 5 I 82 GL - 7sr April 7982. Third Super Guppy aircraft for Airbus lndustrie roll-out at UTA Industries' Le Bourget plant. The aircraft joined the present fleet of two in June 7982.

40

News from Plessey

Plessey DVOR installation in Norway. of the same type now to be supplied to Spain.

Conseiller John Dorey, President of the Board of Administration of Guernsey (left). exchanges the certificate of acceptance of the new upgraded AR- 1 radar for company documentation offered by Mr Danny Winter sales manager for Plessey Radar. Also in this picture are members of the Board of Administration, Airport and Plessey staff.

Spain Orders Plessey DVORS Plessey has received an order for four Doppler VOR radio navigational beacons from the Spanish Civil AirTran sport Authority.

The first beacon will be installed near Barcelona during 1982.

The three remaining beacons will be completed on a phased installation program terminating in 1983.

This is the first DVOR order Plessey has received from Spain. and is valued at well over half-a-million pounds.

The Plessey Plan 50 Doppler VOR is already in extensive use in the United Kingdom. the most recent installation being in Jersey where successful flight acceptance trials have just been concluded. The equipment provides a cost-effective solution for both en route and terminal navigational requirements.

Great flexibility is possible in the choice of site. while higher accuracy and the reduction in routine flight calibration result in an overall lower cost of ownership when compared with conventional VOR. The equipment is well proven and maintenance costs are minimal.

Plessey Wins Grenada Airport Contract Plessey Airports Limited has won the contract for a new international airport at Port Salines. Grenada. The contract. valued at £ 6.6 million. was signed on May 6 by Bernard Coard. Finance Minister and Deputy Prime Minister of the People's Revolutionary Government of Grenada. It brings the total of new airport contracts announced by Plessey in the last month to approximately £ 18 million. and was won in the face of intensive worldwide competition.

Grenada. about 20 miles long by 9 miles wide. with a population of 1 20.000. is one of the most attractive islands in the Caribbean. It has the special advantage of a stable climate. The new airport will stimulate economic development. in particular the growth of tourism already among the most important aspects.

There is an existing airport at Pearls. but the new 9000 ft runway at Port Salines will for the first time offer a landing facility to widebodied jets.

Plessey Completes Guernsey Radar Enhancement A major program to enhance the Air Trafic Control system at La Villiaze Airport on the island of Guernsey has just been completed

by Plessey Radar and the airport authority.

The island's AR- 1 radar was originally installed by Plessey in 1965. The latest enhancements include high-integrity solid-state receivers. new high speed digital MTI (Moving Target Indicator) in place of the analogue MTI. and a new radar display system with 16 in diameter Mk. 8 displays incorporating fully digital video maps. The program. which cost over half a million pounds. was completed during the winter months to be fully operational in time for the busy summer season with its high level of tourist traffic.

La Villiaze Airport is an economic lifeline for Guernsey. It handles a large volume of movements and the demands on its radar equipment are of correspondingly high order. While the weather is mild and generally good. low level visibility is often poor due to sea rr·ist.

The Guernsey installation is of special interest as an example of an ATC radar which also fulfils a maritime role. a status more characteristic of coastal radars. The radar plots fishing fleets and local shipping and. in cooperation with a rescue helicopter permits the island lifeboat to be accurately directed to vessels in distress. In future it is hoped that the service can be further extended when the airport upgrades the secondary radar and the lifeboat can be equipped with a compatible transponder. This will facilitate the presentation of the lifeboat's individual identification code on the radar screen.

Conseiller John Dorey, President of the Board of Administration. commented in presenting the Certificate of Acceptance to the company, that the newly upgraded Plessey equipment gave Guernsey a standard of civil radar service well in advance of other comparable island airports in the world.

41

Auckland International Airport

Auckland is the largest and most industrialised centre in New Zealand.

Located in the northern half of New Zealand's North Island, it has a mild to

warm climate, a long and scenic coastline on two sides, three major harbours. two main ranges of hills covered with native forest and rolling

Aerial picture of Auckland Airport taken about 7930 looking east, established by the Auckland Aero Club.

Modern picture taken from similar angle for comparison.

42

farmland which contributes to New Zealand's intensive primary production and exports. With sea to east and west, the region has a particular maritime charm and its combination of recreational opportunities and fair climate have stimulated Auckland's growth since World War II. Auckland International Airport is New Zealand's largest, and the main destination for the jetliners which link this country to the world. It is the major gateway to these South Pacific Islands. Sited behind the Manukau Harbour, the airport is in a rural landscape which offers overseas visitors a green carpet welcome and an introduction to the grassland farming on which New Zealand's economy is based. It is only 21 km from the city centre.

Auckland has one-third of New Zealand's population and its airport handles more than 2 million international and domestic passengers a year- equivalent to two-thirds of New Zealand's total population - and more than 61,000 tonnes of freight and mail.

The airport opened in 1965 to put New Zealand directly on the major Pacific air routes. Its 2. 590 m (8,500 ft) runway was extended to 3,355 m (11,000 ft) in 1973 for wide-bodied jets which brought nonstop cross-Pacific flying, doubled passenger loads and gave a striking impetus to New Zealand's exports by air.

These jets required new handling facilities and the International Passenger Terminal provides them. It incorporates not only modern technology but also, in its murals, .carpets. timber and stone finishes, some of New Zealand's character.

The terminal is part of an airport complex which includes a domestic passenger terminal, extensive cargo facilities, the biggest jet maintenance base in the region and serves the airlines which connect New Zealand centres and New Zealand with its South Pacific neighbours and the world.

Comper Swift CLA 7, G-ABTC

This aircraft was the first batch of the Camper Swifts completed at Hooton Park in 19 3 2. It was used for many years as private transport for a test pilot. Charles Gardner. between Hamsey Green in Surrey and Rochester in Kent.

The aircraft survived the war. no doubt because of its folding wing ability and was acquired by Group Captain J. Kent who had it overhauled during his periods at Farnborough and Tangmere.

Like many vintage aircraft it subsequently passed through a number of private hands and was eventually damaged in a forced landing in 1964. and stored. The aircraft was then acquired by Mr. J. Menzies who had the damage repaired but the aircraft remained confined to the ground until it was purchased by Mr. P. Channon in 1974. Within five weeks of purchase. and with the help of the members and staff of the Tiger Club at Redhill. the aircraft was brought back to flying condition. its first public appearance

being at Biggin Hill Air Show where it appeared for all the three days. The aircraft has since been a regular attender at air shows throughout the British Isles and is one of the few Swifts that is flown on a regular basis at air shows around the country.

A decision was made in 1978 that if spares were available the aircraft would be used for an attempt to fly to Australia to commemorate the 50th anniversary. when a Mr. C. A. Butler did it in 1931. Over the years a number of valuable parts have been acquired which made the attempt feasible.

This will be the first time a 50th anniversary flight has been attempted in the original type of aircraft and engine and it is of note that G-ABTC was the next plane off the production line after G-ABRE (Mr. Butler's aircraft).

The aircraft is owned jointly by Mr. Peter Channon and Mr. John Harper. both of whom are members of the Tiger Club. and it is based either at Redhill in Surrey or in Cornwall. •

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G-ABTC. the Camper Swift at Larnaca airport (wings folded) en route from UK to Australia.

The aircraft has been modified by the owners for this trip with the inclusion of extra fuel and oil tanks. a radio. brakes and it has also been given a complete overhaul and been recovered with new fabric. The engine has been overhauled and. although this took a considerable amount of time with special pullers and extractors made to take out and reassemble the engine, it was found to be in good condition. A spares package has also been made up and will be sent out by air freight should the necessity arise.

To summarize: 1. G-ABTC was built in 1932; 2. Seven cylinder Pobjoy engine; 3. 90 h.p.; 4. Maximum A.U.W. including pilot 958 lbs.; 5. Cruising speed 120 m.p.h.; 6. Maximum speed 150 m.p.h.

Airline Red Ink Measured Bankers are expected to predicate future airline loans on fare increases. especially for private carriers. according to a survey of airline indebtedness in 'The Times· of London. Newspaper notes government-backed carriers will have less difficulty in arranging financing due to fact taxes can be raised to cover deficits. It adds this may give latter unfair competitive advantage on fares. Listed as top five carriers in terms of total debt are: British Airways. $ 1 .86 billion; Pan American World Airways. $ 1. 16 billion; Trans World Airlines. $ 6 72 million; Eastern Airlines. $ 666 million; Republic Airlines. $ 532 million. Only $ 9 million is owed to banks

by Pan Am. 'The Times· states. while 85% of Republic debt is thus allocated. Laker. collapse of which was hastened by banks' refusal to agree on credit extension program. ranks sixth in total debt with $ 504 million. A result. fare rises of 35% are being predicted for transatlantic routes by bankers who will judge future lending risks on airline viability. newspaper said. U.S. carriers. overall. were reported by Air Transport Association (ATA) to have record $ 300 million operating losses last year (vs. $ 225 in 1980). based on estimate of earnings of 80 scheduled carriers.

Factors behind red ink include: $ 1 50 million added to airline expense by controllers· strike. $ 100 million for higher interest charges (prime rate increases hike industry interest cost $ 30 million per percentage point). discount fares (70% of all passengers travel on cut rates). 'The New York Times· quotes several airline industry sources as singling out deregulation as underlying factor in airline financial problems. They indicate executives. whooperated in a CAB-protected environment. were unable to change practices and habits fast enough to complete in 'free-forall' environment of overcapacity and discounting dereg brought about.

43

News from McDonnell

Douglas Corporation

Aircraft with Perforated Wing An aircraft wing perforated with millions of tiny holes is being studied at McDonnell Douglas Corporation as a way to reduce fuel consumption substantially on long-range flights by the next decade.

Engineers at the Douglas Aircraft Company here who are testing the porous upper wing surfaces as a means of reducing drag estimate fuel savings of up to 40 percent. The work is supported by contracts with the National Aeronautics and Space Administration (NASA).

The perforated wing is designed to promote a smooth or laminar flow of air over the full width of the wing.

A leading edge section of the laminar flow control wing is scheduled to be flight tested on a NASA aircraft in 1983. Already it has undergone dozens of wing tunnel and structural tests during its development.

On current aircraft the air flow begins to become erratic and roll over as it move farther back on the wing. similar to the action of a wave breaking on a shoreline. This is called turbulent flow. which greatly increases aerodynamic drag on aircraft.

The thin layer of air next to the wing surface is called the boundary layer. Stabilizing the boundary layer to maintain smooth laminar flow and avoid the onset of turbulence is a key to reduced drag.

Reducing the drag means a reduction in the amount of engine power needed. and this reduces fuel consumption. particularly on longer-range flights.

The Douglas wing design uses suction pumps to draw a small fraction of the boundary layer through the tiny holes into ducting within the wing. This prevents the smooth laminar flow of air from becoming turbulent.

While the principle is relatively simple. a practical application has been eluding aircraft designers for a number of years.

Douglas engineers have experimented with a thin sheet of perforated titanium as the wing surface. An electron beam is used to perforate the metal sheet. making holes as small as .0025 of an inch in diameter. less than the size of a human hair. The holes are spaced only .025 of an inch apart, resulting in 1 600 holes in each square inch of the wing surface.

Douglas engineers have overcome a number of problems in developing the wing.

A protrusion no higher than .004 of an inch above the wing could destroy the laminar flow. Thus. bug spots that would go unnoticed on the windshield of a car could have a significant effect on a laminar flow control wing. • This problem was overcome with a retractable shield that is deployed in front of the wing during take off, climb. descent and landing. The shield also acts as a high-lift device.

In case some contaminant should get pasnhe shield. engineers have developed a system to spray a liquid film over the wing to keep foreign matter from sticking to the surface.

Only occasional steam cleaning of the wing is required.

In addition to the electron beam drilling of holes. a number of other new manufacturing techniques have been developed. For example. rather than riveting the titanium surface to a metal structure. the surface is bonded to corrugated non-metallic composite material. The corrugated composite provides the air ducts that convey the air that is being sucked in through the holes in the wing.

The titanium wing surface sheets are welded to form large panels using a tungsten inert gas process to prevent oxidation of the metal along the weld line. The panels are then heated and formed against a smooth surface. This technique results in a strong very smooth weld. again to avoid any disturbance of the airflow along the wing surface.

Studies indicate that wide-cabin long-range aircraft with laminar flow control on the upper wing surface would use as much as 44

20 percent less fuel than the most efficient airliner of that size that could be designed today using conventional techniques.

Compared with long-range wide-cabin aircraft flying today. it could be as much as 40 percent more fuel efficient.

The Super 80 McDonnell Douglas Super 80 Jetliners are now making more than 500 flights a day. although the first airplane delivered has not reached its second anniversary in service.

The fleet of 84 Super so· s has surpassed 1 50.000 revenue hours since the first of the new-generation airliners began service in October 1980. During that time. the fuel-efficient Super so·s have carried an estimated 1 2 million passengers on the short-tomedium range routes of airlines in the United States. Latin America. Asia and Europe.

In a recent survey of passengers who are frequent flyers. the Super 80 was preferred by a three-to-one margin over the mostused short-to-medium range transport.

Flight times of the Super 80 vary widely. according to the needs of the airlines. One airline is flying the Super 80 on flights that average less than 25 minutes in duration. Another operates its Super 80's on flights averaging 3 hours and 30 minutes.

Across the airlines. the average Super 80 flight is about an hour. slightly longer than the rest of the DC-9 fleet. The fleet averages nearly 7 hours a day in the air for each aircraft. with one operator reporting more than 10 hours a day per aircraft. At least two airlines have scheduled as many as 9 flights a day with some of their Super 80" s.

The mechanical reliability of the Super 80 has been evident in the high usage. Since it began service. its dispatch reliability has been nearly 99 percent. Just slightly more than one flight in 100 has been delayed more than 15 minutes due to mechanical difficulties. and 98.3 percent of the flights have left with no mechanical delays at all.

Airlines operating the Super 80 are Aeromexico. Austral Lineas Aereas of Argentina. Toa Domestic Airlines of Japan.

Mart1nair of Holland. Austrian. Swissair. Balair of Switzerland and lnex Adria of Yugoslavia. and in the United States. Frontier, Hawaiian. Muse Air. Aircal. Pacific Southwest Airlines (PSA). Republic and Jet America.

Those Super 80-s are part of the DG-9 fleet of more than 1050 aircraft that have been delivered by Douglas Aircraft Company since 1966. The DC-9 fleet has more than 24 million hours of revenue service. has flown more than 1. 5 billion passengers. and covered more than 8 billion miles.

lnex Adria Airways lnex Adria Airways of Yugoslavia announced the purchase of an additional McDonnell Douglas Super 80 jetliner. the third Super 80 for the fleet.

Franc Sever. managing director of the Yugoslavian charter carrier headquartered in Ljubljana. said the Super 80 was selected for its superior fuel economy. its larger passenger capacity and its advanced technology features.

The aircraft was scheduled for delivery in April, Sever said. •For service during our summer tourist season. when we will be carrying passengers between Yugoslavia and all of East and West Europe·.

The lnex Adria Super 80 will carry 1 61 passengers in comfortable five-abreast seating, with seats as wide as those on larger wide-cabin jetliners. It will be equipped with fuel-efficient Pratt & Whitney JTBD-21 7 engines. each generating 20.000 lb (9072 kg) of thrust.

Europe Positions Itself for Competition

Concorde transatlantic services by Air France and British Airways - the first and still the only scheduled supersonic passenger flights in the world - continue to remind us of pioneering airtransport collaboration between British Aircraft (now part of British Aerospace) in the United Kingdom (UK) and Sud Aviation (now part of Aerospatiale) in France. Concorde's technological success. however. has been mitigated by ever-rising operational costs. and its politically shaped management structure - everything split down the middle to reflect absolute equality of the partners - gives business schools a classic 'how not to do it' case history.

Concorde taught Europe how notto run a joint venture in aerospace. On the evidence of current European programs, the lessons have been learned. Political projects are out: commercial projects are in.

Reconciling national (and company) traditions with present-day commercial realities has been a long and painful process. Company mergers, nationalizations. and denationalizations have not helped.

What has emerged is a varied collection of ad hoe aerospace collaborations. both civil and military. In them we see Europe set to keep up its competition with the traditional US transport-aircraft leaders.

Collaborative rather than national projects will be the norm. with the collaboration often extending beyond the boundaries of the European continent.

Europe· s reemergence as a major supplier of commercial transport aircraft to world markets is closely linked to the rise of the Airbus lndustrie consortium. headquartered in Toulouse. This joint company was set up in 1970 to coordinate the design and manufacture of the 250-passenger A300 Airbus and to furnish marketing and support services. The 21 0-passenger A310 was launched in 1978. These programs represent cooperative ventures among partner-companies Belgium.

France. the Federal Republic of Germany (FRG), Spain. the Netherlands. and the UK. Funding comes from the three main partners: Aerospatiale in France (40%).

Deutsche Airbus in the FRG (40%). and British Aerospace (20%). At the end of 1 981 sales for the two models stood at 343 firm orders and 1 59 options from 4 2 airlines. Some 157 planes have been delivered and have entered service with 28 airlines.

This sales success for the A300 and A31 0 may be a difficult act to follow. By the end of 1 981 the Airbus partners had

Airbus lndustrie's 200th aircraft. an A30084-200 for Egyptair. at present undergoing final assembly at Aerospatiale ·s factory in Toulouse.

selected their next aircraft type for development but had not formally launched it as a firm program: a single-aisle. 1 50-seat A320, possibly powered by the planned Anglo-Japanese Rolls-Royce RJ500-25 turbofan. Development cost of the A3 20 should run about $ 2 billion.

Air France has said it will take fifty A320s. and Airbus lndustrie hopes that a Delta Air Lines order will justify a formal go-ahead. Winning the engine order would clearly help Rolls-Royce overcome the blow of Lockheed's decision to cease production of the L-1011 TriStar. which uses Rolls-Royce RB211 s. General Electric/ Snecma and Pratt & Whitney Aircraft are also bidding to power the A320. (GE's CF6s and P&W's JT9Ds are used in the A300 and A31 0 aircraft). A decision by the Airbus consortium is expected soon.

Changes in the work-sharing arrangements between the Airbus partners. and indeed a widening of the partnership to include non-European members. may also emerge if and when the A3 20 is launched.

For this project the partners may include companies in Canada. Japan. and Australia. The final pattern of funding and work-sharing has yet to be agreed.

NTSB Studies Major Air Crashes U.S. National Transportation Safety Board (NTSB) now involved with study of two major airline accidents as result of latest incident. at Boston. in which World Airways DC-10 skidded off runway into shallow water on landing. Two passengers among 196 and 12 crew were reported missing and presumed dead. four were seriously injured. Aircraft split in two behind cockpit and most aboard escaped by wading or swimming ashore. Accident was second within 11 days involving severe winter weather. Previously, an Air Florida 7 3 7 crashed on takeoff from Washington (D.C.) National Airport in a heavy snowstorm. with loss of 78 lives.

NTSB said preliminary flight recorder studies showed 1 5 seconds longer than normal takeoff. speed loss when airborne.

A major point of speculation raised in the Washington crash was that wing icing caused the accident. An attorney for the families of ten of the dead and two survivors said this is most likely issue to be raised in damage suits. Both 'The New York Times· and 'The Times· of London carried stories which showed previous 73 7 involvement in accidents due to icing.

Britain· s Civil Aviation Authority orders carriers to increase 737 speed five knots on takeoff in icy weather. Boeing first recommended special takeoff procedures in 1979 and as recently as last June. NTSB notes 7 3 7 is rated second best to BAC11 1 in tally of fatal accidents from 1970 to 1979. Air Florida insurance coverage includes $ 500 million liability, $ 1 2 million on aircraft. American Airlines, which de-iced 737. and FAA also were mentioned by the attorney as possible defendants.

45

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Judge Says United Must Rehire Married Attendants As if current labor and financial woes weren't enough to give major carriers plenty to worry about. United Airlines recently suffered another blow as the result of a ruling that ended a long-standing court case. In January.

Federal District Court Judge James B. Moran told the airline it had to rehire female flight attendants it had forced to give up their jobs when they were married in the 1960s. if they wish to return to work.

'We don't know what that ruling will cost yet'. says United' s corporate communications manager Joe Hopkins. ·compensation and back pay still haven· t been decided.· But whatever the cost in dollars. the ruling will put a strain on the company's labor relations.

Following individual hearings, the reinstated employees will be merged into United's lists of active and furloughed flight attendants. Hopkins estimates that 200 of the plaintiffs will have enough seniority to enter active duty. That means layoffs for currently active attendants. a prospect which made the Association of Flight Attendants (AFA) unhappy enough to intervene in the case on behalf of its current workforce.

Without its intervention, claims AFA director of communication Francine Zucker, the current seniority system would have stagnated. There were more than 1. 700 plaintiffs in the court case. and nearly 1,500 United attendants are already on furlough.

But because of AFA's intervention, Zucker says, reinstatement with full seniority was denied.

Instead, the rehiring will proceed as follows: Individual hearings will be held to determine which former attendants qualify. For those who do. seniority for purposes of salary, vacation and passes will be retroactive to the original date of hire. But seniority for bidding, transfers and furloughs wil take into account the length of time the attendant was employed before the no-marriage clause took effect.

According to Zucker, the average plaintiff has one and one-half years of seniority - less than most currently furloughed United flight attendants-:so the ruling might affect 500 or so flight attendant on the lower end of the seniority lists.

Ground-based Radar in the Cockpit The FAA is testing an avionics system that could revolutionize the way pilots receive updated weather information while airborne. This relatively simple system uses existing technology, is operating in a 'breadboard' form comprising mostly commercially available components. and could place pictorial weather data within reach of operators of any light twin and most single engine airplanes. The system also may die aborning. a victim of the current Federal budget squeeze.

The cockpit weather dissemination system, as it now is being tested. uses a dot matrix printer to provide the pilot with a four-level depiction of rainfall rates detected by the National Weather Service· s ground-based WSR-5 7 radars. The pilot can select a digitized picture covering a maximum area of 256 nm on a side (essentially a 1 28-nm radius around the radar) and centered on either the ground radar, one of the quadrants around the radar or any VOR in the coverage area. The scale can be reduced by up to a factor of nine. providing a coverage down to about 28 nm on a side ( 14 nm in radius). The picture is not real-time. but it would not be more than one minute old.

A completely passive device. the cockpit weather dissemination system transmits no energy. as does a radar system. The CWDS receives its data continually on the voice channel of a VOR station, without interfering with the station· s normal operation. With some additional equipment on the ground. the CWDS transmission would include surface weather observations. pireps and NOTAMs. and even a map depicting hazardous weather. any of which could be selected by the pilot as needed.

The breadboard CWDS was designed and built for the FAA by MITRE Corporation and is being test flown by the Avionics Engineering Center of Ohio University in Athens.

Ohio. Professor Richard H. McFarland. director of the center. noted that about 20 pilots of varying experience had used the system over a test course with a recorded weather pattern transmitted through the Zanesville Vortac. The test subjects commented very favorably on the system. and their performance in using and interpreting the information was excellent, McFarland said.

Slippery runways are a known hazard. An airport may be sued for a major accident. Warnings may help avoid liability.

Facetiously, unknown conditions might be symbolized by the above sign, printed in the magazine of the American Automobile Association to indicate confusion.

More to the point. when runways are known to be slippery from ice. snow or water. the above skidding aircraft sign. like the skidding auto signs on roads. might be appropriate.

This was suggested

by John Walaschek. maker of MU-MIX for friction surfacing. Robert P. Moore of ATC International says he can make illuminated signs. resistant to jet blast. if there is demand. Just a thought. A better way is to keep runways breakeable.

Controllers should not have to recommend altitudes to pilots making ASR approaches, according to the FAA. The agency came to this conclusion after performing a lengthy study in response to an NTSB recommendation originally made three years ago (BICA, May 1979. page 24). The FAA said that not only does it believe that there is no problem if controllers do not provide recommended altitudes. but also that the proposed changes could create, rather than solve. a flight safety problem.

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Eleven Carriers to Offer Air-to-Ground Phone Service Before 1 982 ends. passengers on 1 1 US airlines will be able to make personal telephone calls to anywhere in the country from planes in flight. according to Western Union Corp. and AirFone. Inc .. partners in a new communications venture.

The solid-state AirFone looks like a regular telephone and can be installed either at passengers· seats or on the aircraft cabin wall. To place a call. the passenger will insert a major credit card or special ·cash card' into the unit. then direct dial the desired number. The system relies on a single sideband radio transmission technology by which sound will be

carried by radio waves from the plane to one of the company's ground receiving stations. The ground station transfers the radio waves onto regular telephone lines. The company says the system will be able to handle up to 1. 700 calls per hour in 'heavily traveled areas·.

Customers will pay a flat rate (estimated to be S 7 .50 for the first three minutes and $ 1.25 for each additional minute) to place calls. They will not be able to receive calls from the ground. however.

In addition to in-flight calls. passengers will be able to use the units while waiting onboard planes at the gates of 1 6 US airports. the company says.

Carriers which have contracted with AirFone to provide the service on some long-haul routes include American. Republic. Pan American. United.

TWA. Continental. Altair. Northwest.

Air One. Delta and Braniff.

A new phone system: When a call is being placed. the aircraft radio scans all ground station units. AirFone 's transceiver locks onto the farthest usable signal ahead of the plane, allowing for maximum connection time per call.

NOT TRANSFERABLE

Membership

Benefits

A list of hotels granting discounts to IFATCA members upon production of their valid membership card is available from the IFATCA Secretariat and will be provided on request.

Airline Accidents' Impact on Airport Rules, Flight Insurance Recent major airliner accidents appear to be factoring in legislation being drafted

by FAA to restrain local airports' authority to issue anti-noise regulations. They also have spurred increased interest in passenger flight insurance. FAA Administrator F. Lynn Helms told Southern Methodist University aviation law symposium that some local airport noise restrictions ,compromise· safety and could serve to 'cripple' air transport system. In his speech. Helms referred specifically to rules which require airliner crew members to 'perform a difficult maneuver during a critical moment in flight'. Proposed legislation mandates FAA approval of airport rules for operating aircraft; makes Federal Government liable for damages in noiserelated law suits. Meanwhile. an immediate course open to FAA. Helms said. is to initiate court action opposing restrictive rules of which it disapproves. Agency also can use lever of airport grants to assure reasonable hours of airport operation. the official noted. 'The Journal of Commerce· observes recent tragic accidents have 'sharpened awareness· of dangers of air travel among general public. It quotes an insurance company official to the effect air disasters increase sale of life insurance at airports. •particularly while the accident is fresh in people's minds'. After fatal Tokyo crash of a Japan Air Lines DC-8. ·sales went up everywhere·. according to another insurance expert. but that effect lasted only a few days. In that accident. investigators were told a struggle took place among the captain. co-pilot and engineer. Latter two crew members were reported in 'The Times· of London to have said the captain 'began to act strangely' before touchdown. Japanese CAA investigators found plane· s fourth engine had been placed in reverse thrust while airborne. an act attributed to the captain by other cockpit crew members. Investigators revealed he had suffered previously from psychosomatic disorders. according to the newspaper.

SEE REVERSE SIDE

INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS ASSOCIATIONS

MEMBERSHIP-CARD VALID UNTIL

JUNE

1983

THE HOLDER OF THIS CARD IS AN INDIVIDUAL MEMBER OF IFATCA

48

Corporate Members of I FATCA AEG-Telefunken. Frankfurt a. M ., Germany AMECON Division. Litton Systems. College Park. USA ANSA, Advisory Group Air Navigation Services. Westerngrund, Germany CAE Electronics Ltd .. Montreal, Quebec, Canada Cardion Electronics. Woodbury. N.Y.. USA Computer Sciences Europe SA, Brussels. Belgium Cossor Radar and Electronics Ltd., Harlow. England Decca Software Sciences Limited. London. England Dictaphone Corporation. USA ELECMA Divisions Electronique de la SN ECMA, Suresnes. France Ferranti Limited. Bracknell. Berks .. England Goodwood Data. Systems Ltd .. Ontario. Canada Ground Aid Group. Esbjerg. Denmark Jeppesen & Co. GmbH., Frankfurt, Germany Lockheed Aircraft Service Company. Ontario. California 91 761. USA The Marconi Radar Systems Ltd .. Chelmsford. England M.B.L.E .. Brussels. Belgium The Mitre Corporation. McLean. Virginia. USA N.V. Hollandse Signaalapparaten. Hengelo. Netherlands N.V. Philips Division ELA, Eindhoven. Netherlands Philips Telecommunicatie lndustrie B.V.. Hilversum, Netherlands The Plessey Company Limited. Weybridge. Surrey. England Racal Recorders Limited. Southampton. England Raytheon Canada Ltd .. Canada SandersAssociates. Inc .. Nashua. USA Schmid Telecommunication. Switzerland Selenia-lndustrie ElettronicheAssociate S.p.A.. Rome. Italy SEL-Standard Elektrik Lorenz. Stuttgart 70. Germany Societe Artistique Franc;:aise.Paris. France Societe d' Etudes & d' Entreprises Electriques. lssy Les Moulineaux, France Sofreavia. Paris. France Software Sciences Ltd .. Farnborough. England Sperry Univac. Sulzbach/Ts .. Germany & St. Paul. Minnesota. USA SRA Communications. Sweden TERMA ElektronikAS. Lystrup. Denmark Thomson-CSF. Paris. France Ulmer Aeronautique. Clichy. France VWK- Ryborsch GmbH / Aeronautical Maps & Charts Division. Germany Westinghouse Electric Corporation. USA

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 join their organization as Corporate Members.

Corporate 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.

ODs-BO Intelligent Display with the Selenia NDC 160 16-bit incorporated minicomputer

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distributed intelligence- the system of the future The SATCAS 80 ATC System is based on the concept of distributed processing, using the Selenia developed NDC-160 minicomputer wherever intelligence is required. Radar data from the Selenia primary and secondary radars are extracted and processed by radar head processors.

Transmission is narrow band to radar processors, which interface to flight- data processors and built-in display processors. The benefits are better cost-efficiency, tighter program control and better man-machine interface.

New Selenia SATCAS-80 radar control suite

~,1 ~--4 INDUSTRIE ELETTRONICHE ASSOCIATE S.p.A. CIVIL RADAR AND SYSTEMS DIVISION Via Tit>urtinaKm 12.400, 00131 ROME, ITALY Telex 613690 SELROM I. Phone 06-43601

SELENIA IS EXPERIENCE IN AIR TRAFFIC CONTROL