IFATCA The Controller - 3rd Quarter 1983

JOURNAL OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS

3/83 BERN. SWITZERLAND

3RD QUARTER 1 983

VOLUME 22

SFrs 5.-

IFATCA '84 23rd ANNUAL CONFERENCE OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS

ESTORIL -

PORTUGAL -

MARCH 26/30 -

1984

IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Bern, Switzerland, September 1 983

Volume 22 • No. 3

Publisher: International Federation of Air Traffic Controllers· Associations. P.O. Box 196. CH-1215 Geneva 15 Airport. Switzerland Officers of IFATCA: HH. Henschler. President. Lex Hendriks. Vice-President (Technical). E. Sermijn. VicePresident (Professional). I. Finlay. Vice-President (Administration). B. (,rezet. Treasurer. P. o·ooherty.

Executive Secretary Editor: A. Avgoustis 5 Athens Str. Ayios Dhometios Nicosia. Cyprus Telephone (021) 4 87 86 Management and Advertising Sales Office: The Controller. P.O. Box 196.

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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 tor 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 tor 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 in this issue: IFATCA '84. Ferranti. Philips, Selenia Photos: AA. Archives, Hiro Tade Cartoons: Martin Germans

Contents IFATCA Policy The Commission of Inquiry into ATS in New Zealand Newsbriefs International Aspects of ATC Liability Aspects of ATC-A Layman's Point of View The Choice ofTechnology in ATC Radar 25th Session of ICAO-Legal Committee Capacity- The Big Word 38th IFALPAAnnual Conference IKOSS-New IFATCA Corporate Member NCA and SAM Regional Meeting General Aviation Safety Panel CATCA Convention Book Review

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IFATCA Policy Regarding National Disputes

b) Include in the notification: 1) Reason(s) 2) Duration expected 3) Consequences expected 4) A request to inform interested international organizations 5) Any other pertinent information

The 22nd IFATCA Conference. which was held at Split, Yugoslavia. in March this year adopted the following as a policy where there is a national dispute.

1 Policy 1 . 1 The Federation recognizes the unfortunate economic circumstances effecting third parties which arise from time to time as a result of disputes between controllers and their employers. However. it is also recognized that. as a last resort. controllers have the right, and may find it necessary. to withdraw their services from their employer in order to bring about a resolution of a dispute. In those cases where an MA determines that a withdrawal of services is an appropriate course of action for the resolution of a dispute. they should provide as much advance notice as is practicable to industry and users.

1.2 IFATCA strongly condemns a situation where normal ATC services are replaced by a substitute organization due to the fact that safety is seriously reduced. Such substitute organizations may not be able to: a) Complete coordination of clearances as guaranteed within the standards of Annex 11 and/between States. b) Provide controllers whose professional qualifications comply with International Standards or Recommended practices on Personnel Licensing for Air Traffic Controllers as laid down by ICAO in Annex 1 of the Chicago Convention (as accepted and ratified by the States concerned. including their notification of differences).

1 .3 IFATCA also condemns Member Associations who act as substitute organizations outside their normal area of jurisdiction.

1 .4 Due to the fact that withdrawals of service in the area may impose excessive traffic loadings on other ATC systems. IFATCA will support Member Associations who as a result of such loadings impose traffic restrictions in the interest of safety.

1.5 Notwithstanding the support IFATCA gives to Member Associations excercising their right to withdraw services. IFATCA' s policy is to urge an early return to a normal situation. To this end IFATCA will remain available to act as an intermediary at international level and on invitation from a Member Association. at national level.

2 Procedure to be Followed in the Event of a National Dispute 2.1 In the event of a disruption occurring. the Member Association within the area of representation concerned will: a) Notify as soon as possible and/ or practicable: 1) The IFATCA Secretariat 2) The IFATCA Regional Vice-President 3) The National Civil Aviation Department 4) The National Pilot Association(s) 5) The National Trade Union(s) 6) Member Associations in adjacent areas of representation 2

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2 .4

2. 5

2. 6

2. 7

2. 8

Note: Should any disruption of the air traffic services occur. the Member Association of the area of representation concerned. even when not directly involved. should notify the Executive Secretary and the Regional Vice-President as soon as possible. stating the situation.

During withdrawals of service the Member Association(s) concerned will maintain close liaison whenever practicable and/ or possible with the parties mentioned in 2. 1(a).

Whenever IFATCA Member Associations have been notified in accordance with the above. or by the IFATCA Secretariat. they should. within the limits of their constitutions. ensure that IFATCA policy is adhered to and support action requested by the Executive Board.

On receipt of advice from a Member Association of industrial action. the Executive Secretary shall ensure that the Executive Board and the Regional Vice-President(s) are. or have been. informed of the situation.

As soon as practical the Executive Secretary shall issue a Special Newsletter to the Regions directly interested in the area of dispute. A further Special Newsletter should be issued at the end of the disruption and at any time during any prolonged dispute. when the Executive Secretary deems it to be beneficial. Regions not directly interested in the action will be informed of details in subsequent normal IFATCA Circulars.

The Executive Board will use all means possible within the policy laid down. to support the Member Association. They shall ensure that detailed information is released to the media. so that the controllers· point of view is made clear.

It is probable that in some regions the Regional VicePresident may be better informed of local factors and information during disputes in his area of jurisdiction.

It is therefore essential that close liaison is maintained between the Executive Board and the Regional VicePresident(s) concerned. If circumstances dictate the Executive Board may delegate to the Regional VicePresident(s). the power to make statements on behalf of the Federation.

When the withdrawal of service ceases or is expected to cease. the Member Association concerned shall: a) Notify as soon as possible and/ or practicable. the parties mentioned in 2. 1(a) b) Include in the notification: 1) Results.

2) A request to notify parties informed under 2. 1 (b) 4.

3) Any other pertinent information.

The Commission of Inquiry into Air Traffic Services in New Zealand

by Robin Soar (Regional Vice-President PAC)

'Without a doubt some of the findings of the Commission are applicable to other systems and as such can assist in remedying their deficiencies. • Background During 1980 several overseas organizations simultaneously recruited air traffic controllers in New Zealand.

The number of controllers that left the New Zealand service caused staff shortages to such a degree that the unit most affected. Wellington. had to reduce services and hours. Although efforts by the Ministry of Transport to recruit and train replacements have made up numbers. due to the fact that those who left were senior. experienced controllers. the effects of the losses are still being felt to some degree.

That controllers should wish to leave a service whose working conditions and remuneration in many ways could have been modelled on the Conclusions of the ILO Meeting of Experts on Problems Concerning Air Traffic Controllers. something was clearly amiss. Media interest was aroused and interviews with the departing controllers revealed that in their view. poor equipment. lack of planning and apparent disinterested management attitudes were among the prime reasons for leaving the service.

It is worth pausing. perhaps. before describing further the events which led to the Commission of Inquiry. to examine why aviation matters so readily attract media attention in New Zealand. New Zealand is an island. relatively remote. whose internal geography makes it dependent on internal air services. The nearest country of great economic significance is Australia and that is approaching three hours flying time away; clearly international services rank high in the economy too. These physical facts coupled with the sociological situation that the population enjoys quite a uniformly high standard of living

makes air travel accessible to most citizens and a necessity to a high proportion.

It is believed that as many as 60 to 70% of people have flown either internally or internationally. It is a fact that 45% of adult New Zealanders have travelled internationally by air.

Between 10 and 12% travel internationally by air every year. Bearing in mind that no international journey is short these are remarkable facts.

Clearly aviation safety is not only of public interest but directly and personally affects a high proportion of New Zealanders. Hence the media interest in aviation is very relevant to the people.

Following the loss of controllers overseas. the New Zealand Air Traffic Controllers· Association (NZATCA) had a number of meetings with the Minister of Transport. The NZATCA had for a number of years raised some of the factors which the departing controllers had made public and now took the opportunity to make the minister aware of their concern. They were able to convince the minister that all was not well and there was a

need for advice by an expert but unbiased organization. Only by drawing on expertise from outside the country could the criteria be met.

In the event. two experts from the UK CAA. Messrs. Pepall and Spriggs. visited New Zealand during 1981 and made their report in December of that year. Initially the NZATCA were delighted that the report had confirmed their point of view that there was room for considerable improvement in both management and equipment. However. although some moves were made to implement change they appeared to founder on lack of motivation. The NZATCA was in the process of taking action to expediate action on the •Pepall / Spriggs Report' when events overtook such ordered negotiation.

Setting up of the Committee of Inquiry During early 1982 a series of incidents. varying in seriousness and apparently unrelated in cause. took place at Auckland. One or more persons leaked details of these incidents.

Auckland Tower

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as they occured. to the media. The motive was probably disillusionment among the work-force.

Public alarm was high. It reached a peak when the • Pepall / Spriggs Report' was also leaked to the press. On television. the new Minister of Transport. Mr. George Gair. revealed that he had only been made aware of the report that day. following disclosure in the press. Clearly the stage was set for major action.

Shortly after these revelations the Minister of Transport. with the laudable motive of seeking to find out what was wrong rather than seeking punitive action. announced that there was to be a Commission of Inquiry into the Air Traffic Services of New Zealand.

The Chairman of the Commission of Inquiry was to be Air Marshall Sir Richard Bolt. K.B.E .. C.B .. D.F.C ..

A.F.C. who although now retired from the RNZAF. had had a distinguished career in aviation and is the son of one of the pioneers of New Zealand aviation. Sir George Bolt. Clearly a person in whom the public could trust in terms of integrity and expertise.

The other two members of the Commission were Mr. H.P.D. van Asch C.B.E. and Dr. E.I. Robertson C.B.E. Mr. van Asch is a well-known aviation personality who had founded and run the largest and most successful aerial photography business in New Zealand. Dr. Robertson is a scientist who had headed the Department of Scientific and Industrial Research. thus combining scientific and public service expertise.

The terms of reference were wide.

The Commission was to investigate all matters relating to the service from technical to managerial and legal.

They encompassed such matters as standards. incident investigation; equipment and training. More specifically they were to report on the handling of the •Pepall / Spriggs Report' and the safety aspects of the series of incidents at Auckland. A very tight schedule was set such that a report was required in a matter of a few months.

Time to prepare for the Commission was very limited. The Central Executive of the NZATCA appointed Dean Dalzell (Vice-President of the NZATCA). Jack Frost and Robin Soar to prepare and present their case.

Later. a fourth member. Clive Henderson. joined the team to assist with superannuation and meteorological matters. A firm of solicitors. Mac Alister. Mazengard. Parkin & Rose who had expertise in aviation matters was engaged. Mr. Hugh Rennie was the prime advocate and was assisted

by Mr. Gerard McCoy. 4

The Commission and Its Findings Study of the terms of reference convinced the group that the scope and time scale for completion of the Inquiry made it inadvisible to become too specific on individual matters unless it was necessary to the point at question. This was particularly true when approaching the question of equipment as it would have been too easy to become 'bogged down· in relative merits of various equipments.

Nor would the NZATCA seek to •point the finger· at individuals. The NZATCA team felt that no person or single historic fact could. in isolation, be held responsible but rather it was a combination and interaction of factors and past policies which had brought about the current situation. Nonetheless. we were determined to demonstrate the failings in the system and indicate possible remedies. policies and philosophies to overcome those deficiencies.

The positive approach was appreciated by the Commission. In their report they say: 'The A TCA clearly welcomed the Inquiry and seized upon it as an opportunity to promote the view of controllers on all aspects of the system. and since the subject matter covered by their submissions was almost all relevant to our task, this approach was entirely acceptable.' And ·In short. the whole system was urgently in need of change - a comprehensive new look. If it didn't get it. then safety would be at serious risk.

This. in essence. was the ATCA position. but their criticisms were no superficial attack on higher authority.

They were supported by detailed accounts of past events. and in most areas. constructive remedial proposals were advanced.· Status When the Inquiry began. several organizations who had an interest in the matter before the Commission were represented. They all sought full party status. However. the Commission quickly decided that only the Ministry ofTransport and the NZATCA should have full party status. They recognized that in the matter of air traffic control. although others may well be widely affected. only these two parties could be said to be completely familiar with and affected by the matter under review. The Commissioners said in the Report of their decision. ·we had little difficulty in determining that the Ministry itself and the ATCA. representing a majority of air traffic controllers. qualified for full party status.· The Ministry of Transport based its approach on 'defending the status

quo. • However as the hearings progressed this position in itself contributed to revealing the situation as is recognized in the Report: • ... the Ministry seemed content to describe. explain and defend the present state of affairs within the whole air traffic control system - and allow the ATCA to challenge that position in crossexamination. This they certainly did; indeed. throughout the inquiry. the processes of cross-examination contributed significantly to our requirements.· Of the forty-seven submissions and papers presented to the Commission. twelve were prepared and presented by the NZATCA delegates. (A further single paper was given by an ATCA witness. Steve Gibbs.)

The Commission described the papers as 'thoughtful, workmanlike contributions· and the scope of the NZATCA. approach thus: 'Like the Ministry, ATCA had related the topics of its submissions generally to the Commission· s terms of reference. but in addition produced descriptive material covering the objectives of ATCA itself. participation in the International Federation of Air Traffic Controllers· Associations (IFATCA). and also evidence relating to controllers· work patterns. career structure and conditions of service.'

In the chapter of the Report entitled •Conclusions in Broad Perspectives.' the Commission discusses safety.

After speculating upon the imprecise definition of the term, they say.

'In the final analysis, the true measure of acceptability will be in results.

Some incidents will still occur from time to time in any safe and efficient system. They occur in every other system in the world; they always have and they always will .. .' Clearly. although critical of the NZATCA in some aspects. the Commissioners bear out the Association's viewpoint that action is required if the NZ system is to remain ·safe' as they go on to say: 'While the New Zealand system may not be rated unsafe now. it has been progressively falling behind other systems with which it was once an equal in the field. Some important shortfalls and areas for necessary improvement have been identified and early action on these will be essential if acceptable safety standards are to be maintained into the future.

'The wide range of different user aviation groups are generally satisfied with the current performance of the system. There are conflicting interests between airline operators and the general aviation sector with regard to some procedural matters and ques-

tions of airspace division. but these are quite normally to be expected.

Better consultative arrangements between the provider of the service and its user groups will ensure that acceptable compromises are achieved. Air traffic controllers. the most valuable resource within the system. are not satisfied. The extent of their dissatisfaction itself represents a threat to safety. and one way or another. it must be corrected.'

Discontent •Poor communications have led to discontent. misunderstanding. loss of confidence. and in turn. a loss of the cohesion within the service which is essential to its good health and efficiency. The controllers themselves have not been blameless; however well-intentioned. their strident demands and the dominant role adopted by their association in the recent past have undoubtedly made the tasks of management very difficult. But these are matters which are certainly capable of early resolution. given a willingness by all from top management through to field staffs to adopt a fresh approach. to adjust attitudes and perform accordingly. We have seen evidence of that willingness in this inquiry, and we believe it can be made to work for the good of the system - but only if management will accept the need for some changes in the manner of discharging its responsibilities. and if the ATCA will be prepared to demonstrate some patience and new confidence so that management can move ahead and function as it should.

•Of great importance are better provision for future air traffic service planning and the establishment of clear future goals to which all can subscribe. This is essential as the basis for equipment. technical and operational changes which will be necessary in the years ahead. In effect the requirement is for a full service review. from which will stem firm plans. programs and budgets. It has not been the Commission· s task to undertake this review. but we are satisfied that the service does embody the expertise to carry it out with a minimum of outside assistance - even if much of that expertise is in the field. Consultation and cooperative participation will provide the key.· The NZATCA was concerned that one of the reasons for the present state of affairs was that no coherent. balanced facility existed to discuss and understand the views of interested parties. The Commission agreed with the NZATCA and the Pepall/

Spriggs Report that a National Aviation Advisory Committee (NAAC) should be set up. The say: ·we agree in general with the proposal put forward by ATCA and supported by airspace users present at this Inquiry that a similar committee should be established in New Zealand and noted that a similar body was recommended in 194 8 by the Tymms Commission. We were also interested to hear during our visit to Australia that a similar body seems likely to be set up there.

• In the past some specialist committees comprising representatives of the Ministry. the airlines and pilots have been set up ... it was intended that they should present agreed recommendations to the Ministry they were not very successful and the last of these committees was disbanded a year or two ago.

•It is clear from evidence presented at this Inquiry that early consideration by the proposed NAAC could well be undertaken on such topics as: a) Airspace changes-when airspace changes were made in November 1981. the users were informed that this was only a first step towards improving the airspace system. b) Organizational aspects of incident reporting and investigation. c) A review of the navigation aids network. d) A review of the use of various RT frequencies particularly in the approaches to airports. e) Ways of reducing the amount of unproductive ground to air RT communication chatter. f) Progress reports on equipment matters.· In Recommendation 9. the Commissioners make the unequivocal statement. '(The Commission recommends that) a National Aviation Advisory Committee be established.'

Considerable effort was made by the NZATCA representatives to illustrate technical deficiencies. The Marconi S264. although being modernized (albeit far behind schedule). cannot provide all the facilities and coverage that controllers need at this time. The Ministry had planned to keep the S264 in service as the only radar type until the late 1990s and possibly beyond. The Commission comments.

'The Marconi S264 radars cannot reasonably be expected to operate much beyond 1990.· Of the Ministry's planning for the future the Commission says. • But on questions of future policy intentions and planned developments. the Ministry's crystal ball seemed decidedly misty.' They go on to give broad indi-

cations on how this situation should be overcome.

'Clearly it is essential that a start should be made immediately with the objective of producing a 10-year equipment plan to meet the needs of the 1990s. Apart from long lead times in acquiring new equipments there are limitations of qualified manpower. installation time. and probably a need to spread the total expenditure over a period. In our view it will be essential that this plan be completed within two years. We consider that the best way of achieving this objective would be to expedite a build-up of the planning section as outlined elsewhere in this report.

•Although it would be inappropriate for the Commission to prejudge the outcome of this major forward planning review. nevertheless. from evidence presented. we are convinced not only that SSR will form part of the future system but also that the first installation. possibly at Auckland. will be in service well before 1990.'

The Commission of Inquiry delved deeply into training. personnel standards and instructions. Of personnel standards the report comments: 'The system of standards relating to personnel competence involves both training and checking and contains some intangible elements. The precise definition of performance standards and their measurement presents certain difficulties and there is a heavy dependence on the subjective judgments of checking officers whose interpretations of standards may vary.

The standards of standards checking officers themselves are a factor. The aims however are clear - to control the quality of personnel competence. especially controllers. at a high level and to seek constant improvement.

Inevitably much depends on training.· The importance attached to this area leads to several firm recommendations. Of particular interest are: •Procedural training equipment be provided at all radar-equipped airports.

•A radar simulator capability be developed for Auckland and Wellington International Airports.· The NZATCA was critical of the NZ Manual of Air Traffic Services. The Commission has recommended that the Manual be rewritten having noted in the body of the report: 'The ATCA held up as a model. the Manual of Air Traffic Services Part 1 produced by the United Kingdom Civil Aviation Authority. This is a concise. clearly produced handbook solely for the use of operational controllers. It should be pointed out. however. that it is a recent production replacing old 5

manuals which had the same defects as those of the New Zealand version.

We consider that the New Zealand Manual of Air Traffic Services is not satisfactory in its present form and is in need of revision. The production of a separate training manual should be the responsibility of the Aviation College.

The whole question of the status of legislation affecting air traffic control and its adequacy was brought to the attention of the Commission. So. too. was the matter of controller liability.

The Commission took note of much that the NZATCA had to say but the limited time available to the Commission. the limitations of its terms of reference and the fact that none of the members could be considered experts in law meant that they were only able to make general comment. Where recommendations were made they primarily concerned the law and were of a nonspecific nature.

The lack of a retirement plan for NZ air traffic controllers which would meet their special needs was discussed in the Report. This is the prime area in which NZ controllers· conditions of service lag behind those of controllers in other comparatively socially advanced countries. The 'flow through' from this problem to other areas was raised by the NZATCA and indeed the Ministry of Transport concurred with much that we had to say on the subject. The Commission observed ·we heard in Australia that the introduction of an early retirement scheme was likely in that country. In New Zealand the Ministry has recognized the need but no specific proposal has yet been formulated. We consider that some

solution to this complex question should be possible ... We consider that the Ministry and the ATCA should reach agreement on the basic principles of an appropriate scheme before a proposal is formally submitted.'

Conclusion Although the NZATCA did not seek to have a Commission of Inquiry. it nonetheless became a necessity due. in our view. to the long neglect of the ATC system. One of the major factors which brought this situation about has been sustained fiscal pressure. Applied on an annual basis. ironically the apparent savings made each year will in the long run be nonexistent and merely a bookkeeping exercise. When the costs to bring the NZ ATC system up to the standard recognized as necessary by the Commission are totalled. the cost in the end will exceed that of keeping the system up to standard as a gradual process.

There are many positive aspects to the Commission of Inquiry. Prime amongst these was the chance to have an unbiased study of the state of the ATC system and from its findings to make a 'fresh start.' We are all hopeful that the lessons learnt will ensure that we do not fall into the same traps again.

Finally. what of the applicability of this whole exercise to other ATC systems in the world? Without a doubt some of the findings are applicable to other systems and as such can perhaps assist in remedying their deficiencies. If. like us. there are a large number of deficiencies then. traumatic as it is. perhaps a Commission of Inquiry is the answer for others too.

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6

A310 to the Middle and Far East Airbus lndustrie's new generation A310 returned to Toulouse (South West France) on 6th March following a 1 7-day demonstration tour to the Middle and Far East.

During the tour the 210-280 seat true wide body twin visited nine countries and performed 1 8 demonstration flights for seven airlines: in chronological order. Yemenia. Alia Royal Jordanian Airlines. Kuwait Airways.

Gulf Air. Toa Domestic Airlines. Japan Airlines and Korean Airlines.

Some 1.300 guests participated in the twelve VIP demonstration flights for which invitations were purposely limited to about 100 guests per flight.

They included airline executives. technicians and maintenance specialists. Civil Aviation Authority officials. Government officials and members of the media. The passengers could thus appreciate the spaciousness. quietness and comfort of the new Airbus and see the most advanced technology two-man cockpit. unique to the A310. in operation.

The tour also included 21 ferry flights lasting a total of 60 hours and five minutes. The distances covered amounted to 23.380 NM/ 43.311 km and total fuel consumption to 281.75 metric tonnes.

Two New DC Directors Two marketing directors have been named to direct McDonnell Douglas commercial aircraft activities in Europe and the Middle East.

W. C. Messecar has been named Marketing Director. Northern Europe. and D. E. Moore has been appointed Marketing Director. Middle East.

Messecar. 43. joined Douglas Aircraft Company in 1975. having worked previously for Eastern Airlines and Pan American World Airways.

From his initial position as Manager.

Market Development Projects. he was promoted to Manager. Fleet Planning. and Director of Airline Economics.

He received a Bachelor's Degree in Mathematics from Linfield College in 1961 and a Master's Degree in Mathematics from Washington State University in 1963.

Moore. 50. joined Douglas Aircraft in 1972 after a 20-year career in the US Air Force. retiring with the Rank of Lieutenant Colonel. He began as a production and delivery pilot. was promoted to senior pilot in 1976 and to Manager. Flight Operations. in 1978.

Newsbriefs

First A310 Delivered to KLM The first of an order of ten Airbus lndustrie A31 0s was delivered to KLM Royal Dutch Airlines on Friday. 10 June 1 983. in the course of a delivery ceremony organized in Toulouse. The aircraft named after the famous Dutch painter Albert Cuyp was officially handed over to Mr. Sergio Orlandini. President of KLM. by Mr. Bernard Lathiere. president of Airbus lndustrie.

Arranged to seat 21 5 passengers in a flexible configuration including business and tourist sections. the KLM A310 is powered by two General Electric CF6-80A engines. KLM plans to operate the A31 0 initially on the routes from Amsterdam to London. Madrid. Milan. Istanbul, Athens. Cairo. while further destinations such as Amman and Damascus will be added following the delivery of three more aircraft this year.

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Terminal is reserved for use by Alia. Jordan's national carrier. while the North Terminal will be used by all other international airlines serving Amman. Although the twin terminals have a total capacity of 3 million passengers per year. provisions have been made for future construction of two additional terminals which would double that capacity.

Within each terminal. the arriving and departing passenger flows are separated laterally at ground level. Each terminal has 23 check-in counters and once checked in. passengers use escalators or stairs to the second level where they enter passport control. Also on the second level are duty-free shops and a snack bar, as well as VIP, First Class and Business Class lounges. Security checks are conducted on departing passengers prior to check-in and at the gate lounge.

The new airport's 9000-m 2 fully automated cargo center equipped with a Trepel handling and storage system is a separate facility with its own gates and is capable of handling 400.000 t of cargo per year. All cargo will be handled

by Alia. who will also produce all in-flight meals at the airport.

The airport's two parallel runways- 08R/ 26L concrete runway: 08L/ 26R asphalt runway- are equipped for Cat. 2 operations. The apron positions are equipped with hydrant refuelling facilities. connected to the fuel farm by underground pipes. - In a turnkey contract valued at nearly £4 million, Marconi Radar is to supply over the next two years. an ASR 511 for dual-diversity operation. an S464 secondary surveillance radar, four operations displays complete with consoles.and an ATC simulator for installation at Queen Alia International.

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Airbus lndustrie A3 70 in KLM co/ors

Jordan's New Airport Operations started at the new Queen Alia International Airport -Amman - less than 24 hours after King Hussein had cut the ribbon officially opening the facility on 25 May 1983. i.e. on Jordan's Independence Day. The first flight to land at the $ 300 million airport was an Alia B7 2 7 arriving from Aqaba. Four test services had been operated on 1 5 and 18 May to familiarize ground staff with procedures at the new airport to which all civil operations have now been transferred from the old Amman Airport at Marka.

The airport. built 25 km southeast of Amman on an 18km 2 desert site has two parallel runways. each 3660 m long. with the terminal building positioned centrally between them. The building is formed by two identical blocks on either side of a central spine road. connected by a covered bridge. Each block is airconditioned and is served by five airbridges and ten remote stands. The South

IATA

The IATA Airport Section has prepared a survey which indicates that the cost for airport development during the next ten years will be approx. $40 billion for international airports. mainly outside the United States. A more recent US survey shows that such costs in the United States could also amount to $40 billion for the same period. The total estimated worldwide figure for airport development. therefore, may reach $80 billion for the decade ahead. As the cost for airport development is largely passed on to the airlines through a variety of charges, IATA officials feel that it is vital that the airlines exert every effort to reduce such costs to what is required to maintain safe and efficient operations. In this regard, by direct consultations with airport authorities. IATA airlines strive to ensure that airports will be functional. cost-effective people movers and not 'white-elephant' palaces. The same goes for air navigation facilities: overambitious projects. often resulting in no benefits for airlines or passengers. will have to be curtailed.

- Cost control is exerted by IATA through its Airport Consultative Committees, of which approximately 40 are currently active at 55 airports.

7

ICAO ICAO announced 1 5 large-scale technical assistance projects in civil aviation. totalling more than $ 14 million. as approved under the United Nations Development Programme (UNDP). They are in Argentina (strengthening of the National Directorate of Airworthiness; $1.153.950). in the Bahamas (development for radar air traffic services; $ 525. 728 of additional funding). in Guinea Bissau (development of civil aviation; $1,574.180) in Jordan (assistance to civil aviation: $1,314.737). in Kuwait (assistance to the Civil Aviation Department: $553,435). In North Korea (reinforcement of selected civil aviation facilities and services: S 1.665.894). in Peru (development of the aeronautical infrastructure: $ 530. 900 of additional funding). in the Philippines (assistance to Philippine Airlines - training: $840,850). in Somalia (development of a Civil Aviation Training School: $918,457). in Sri Lanka (establishment of the Sri Lanka Civil Aviation T_raining Centre; $711,348). in Venezuela (preparatory assistance to civil aviation development; $551.396). in the Yemen Arab Republic (civil aviation and manpower development; $ 2. 981. 1 10) and in the Yemen People's Democratic Republic (improvement of the civil aviation infrastructure: S 1.687.385). In addition. a second project was approved in the Yemen Arab Republic (maintenance and operation of airport facilities and manpower training) to be totally financed by Saudi Arabia at a cost of $4,386.000.

The UNDP will also finance the development of the regional East African School for Aviation to be set up in Kenya ($1,579.459).

FAA The Federal Aviation Administration promotes international aviation cooperation through its offices in 1 5 countries overseas. with each office responsible for activities in larger geographic areas. The Brussels office is the headquarters for all FAA activities in Europe. Africa and the Middle East: Honolulu is the headquarters for FAA programs throughout Asia and the Pacific; and Atlanta is the headquarters for agency activities in Central and Latin America. The FAA provides advisory assistance and supporting services, a visitors· program. and training in airways and airport skills.

ventions and the reorganization of the facilities. the application of the labor contract which increased the average staff cost by 2 3 % over 1 981 . and the delay in the application of increases in airport charges (which came into force in January 1983 only). Revenues totalled L221 billion.

To meet capacity requirements of domestic traffic.

Aeroporti di Roma has proposed an extension of the domestic terminal by adding a pier with 1 2 nose-in parking positions and direct boarding via passenger bridges.

Spain A new airport is being built with Arab and Swiss capital near Malaga. at a site called Los Pinos. The objective of the new facility is to speed air transport for the many wealthy Arabs who live in that area. The airport will have a 2000-m runway. and work on the project is well under way. Because of its backing. it is expected that it will be finished to luxury standards and be equipped with the latest navigational aids.

A310 Flies Nonstop from Brazil to France An Airbus lndustrie A310 landed on the 26 May, at Le Bourget after completing the first nonstop transatlantic crossing between Brazil and France by a wide-body twin jet.

The aircraft. the first KLM A310. had left Rio de Janeiro the previous afternoon and after a refueling stop at Recite. had travelled the 4. 100 NM /7. 600 km to Paris in nine hours and 1 5 minutes carrying on board officials and airline guests from Brazil and other South American countries to the Paris Air Show.

Prior to this memorable crossing. Airbus lndustrie' s new generation A31 0 twin-aisle twin had been in Brazil for one week making demonstration and technical evaluation flights for Cruzeiro do Sul. Varig, VASP. Civil Aviation Authorities. Government officials and the Brazilian press.

By visiting Recite. Sao Paulo._Rio de Janeiro. Brasilia and Porto Alegre. the A310 was able to demonstrate to the three above mentioned Brazilian airlines. which now successfully operate the Airbus A300 both internationally and domestically, its remarkable fuel ,savings and advantageous passenger and cargo marketing appeal.

Central America Cosecna. the ATC organization jointly staffed and funded by six Central American states. plans to computerize the en route ATC system at Tegucigalpa/Honduras and to set up a radar network to cover Guatemala. Honduras. El Salvador. Nicaragua and Costa Rica. - Cosecna is headquartered at Tegucigalpa and has responsibility for the installation and maintenance of navaids (NDBs. VORs. OM Es. ILS). communications facilities. en route ATC and flight calibration in the member countries. The organization collects up to $ 3 million in user charges annually to meet its commitments. Its staff exceeds 100 specialists. who are assigned in member countries.

Italy Aeroporti di Roma. the operator of the two Rome airports. reported a loss of L2. 76 billion for 1982. although there was a slight recovery of passenger and cargo traffic and an increase in commercial activities at Fiumicino and Ciampino. The loss is associated with extraordinary inter8

Journal of ATC Wins Award The January-March 1982 issue of ATCA's 'The Journal of Air Traffic Control.' a special issue dealing with the air traffic controller strike of August 1981. has been chosen for a special citation by judges in the Aviation/ Space Writers Association (AWA) Mideast Region writing awards competition. Tirey K. Vickers. Editor of 'The Journal of Air Traffic Control.' was notified of the AWA selection by L. Kim Smith. Director of the Mideast Region. AWA. The award was presented in Washington. DC. in May following the AWA Annual News Conference this April.

AWAs 1983 Annual News Conference was held April 10 through April 14 at Stouffer's National Center Hotel. Arlington. Virginia

IAL IAL engineers have begun installing new air traffic control equipment for Shell UK Exploration and Production in the Brent Log control center on the Shell/ Esso Cormorant

The world of ATC is changing and growing.

With the help of computer technology you can see more and do more now than you could even five years ago, both in simulation and in radar data processing and display.

Not surprisingly it is Ferranti that is changing the picture. We are foremost in applying computers and display systems to the ATC function. The work we are putting into the processing and display of ATC pictures is bringing simulators and operational systems closer together And we are doing some forward thinking and planning for the new ATC techniques that will soon be coming into view.

If you want to broaden your ATC horizons, contactFerranti Computer Systems Limited, Cwmbran System Sales, Ty Coch Way, Cwmbran, Gwent NP44 7XX Telephone: Cwmbran (06333)71111 Telex: 497636

Alpha platform in the East Shetland Basin area of the North Sea. The control center coordinates flying activities throughout the East Shetland Basin and is a unique combination of air traffic control. logistics control and search-and-rescue operations.

An IAL Stratus intgrated voice communications control system and Park Air Electronics radio equipment will replace existing equipment and greatly improve the facilities available for controlling over 150.000 helicopter movements a year in the busiest of the North Sea oil field areas.

Plessey for Ministry of Defence Plessey Radar today announces that the Ministry of Defence has selected its Watchman S-band system to be the replacement airfield surveillance radar for its airfields in the United Kingdom and overseas.

The selection was made against a background of intense competition.

The choice of Watchman represents a twofold success for British engineering. It heralds the start of a truly new era in radar surveillance and display technology and is a result of the company's commitment to a major private investment project.

Once again. Plessey has set new standards of performance reliability and maintenance with Watchman. Such reliability and performance is provided by an advanced coherent (driven) transmitter system combined with the latest signal processing techniques.

An integral part of the Watchman system is the Plessey Intelligent Autonomous Display Console. This versatile, self-contained unit. including its own dedicated micro-processor. represents a significant advance in the processing and presentation of the radar data.

The displays will be manufactured at Addlestone; manufacture of the radars and integration of the systems will be done from the Plessey Radar factory at Cowes on the Isle of Wight.

Plessey intends to build on this success by demonstrating the system to overseas countries providing both civil and military users with the latest in air traffic control technology, and thereby confidently expecting to build a large export market. The Watchman system will replace an earlier Plessey system. the ARI radar. which was subsequently also provided to 29 countries. as widely distributed as Australia. Singapore. the Gulf States. Kenya and Ecuador.

Plessey has a major sales campaign under way and is confident of winning more systems to add to the substantial Ministry of Defence order.

The system was developed by the company as a private venture.

Higher Education Takes Flight at Ohio State University Beginning this Fall. Ohio State University (OSU) offers degrees in aviation. These new baccalaureate programs. the B.S. in Aviation and the Aviation Major. are offered by the OSU Colleges of Engineering. and Arts and Sciences through the institution· s Department of Aviation.

Both aviation programs focus on preparing broadly educated professionals to fill existing and anticipated technical and managerial personnel vacancies in the nation· s airway system operations. and the aerospace manufacturing and air transportation industries.

The B.S. in Aviation. offered by the College of Engineering. is designed to provide students with the analytical skills 10

needed to solve emerging technology-based aviation problems. Although this offering is structured around a preengineering core. it also includes course work in aviation, engineering science and analysis and transportation management.

For students whose academic inclinations are directed more toward the liberal arts. or the social and behavioral sciences. the Aviation Major is offered by the Colleges of the Arts and Sciences and leds to either a B.A. or B.S. degree.

These two new baccalaureate offerings complement the existing Aviation Management Special Area conducted in cooperation with the OSU College of Administrative Science. This program incorporates courses in aviation. logistics and transportation economics. and satisfies the requirements for the B.S. in Business Administration.

Dr. Al Lerch. Academic Committee Chairman for OSU's Department of Aviation. encourages all students to consider courses in aviation. ·we offer credit and noncredit classroom and flight-based course work. Students can opt for the degree programs. elective courses. or pilot certification and upgrading. Aviation is an exciting and vital field for many personal and professional reasons.· For additional information concerning Ohio State's Aviation offerings. call or write for a free brochure. Contact: Academic Committee Chairman. Department of Aviation.

The Ohio State University, P 0. Box 3022. Columbus. OH 43210. Telephone: (614) 422-1116.

ATCA Bulletin

Autonomous Display Console The Plessey Intelligent Autonomous Display Console is an integral part of the Watchman system which has been selected by the Ministry of Defence as the replacement airfield surveillance radar for its airfields in the United Kingdom and overseas.

This versatile. self-contained display console with its own dedicated microprocessor represents a significant advance in the processing and presentation of radar data.

New DC Office in Beirut McDonnell Douglas Corporation announced it will reopen a commercial office for the Middle East located in Beirut.

Larry S Dickenson. Vice-President Commercial Sales for the Douglas Aircraft Company division of McDonnell Douglas. said the decision to resume resident operations in Beirut is a sign of his company· s confidence that Beirut will regain its former position as a business center for the Arab world.

Dickenson said McDonnell Douglas sold more airline jet transports in 1982 than any other manufacturer. and that the company is very active in the Middle East.

The new office will be headed by E.J. Soldo. Director of Market Development Middle East. Dickenson. Soldo. and other McDonnell Douglas executives were in Beirut in early February to make arrangements to open the Beirut office in the coming weeks.

A31 0 Demonstrations Airbus lndustrie's new A310 conducted early spring a 17 day demonstration tour to the Middle and Far East.

The tour. covering some 22. 500 NM/ 4 1. 600 km. took the aircraft to nine countries: the Yemen Arab Republic.

Jordan. Kuwait. Bahrain. Oman. United Arab Emirates.

Qatar. Japan and the Republic of Korea. The 20 ferry flights ranged in duration from 30 minutes to seven hours. thus covering the whole spectrum of regional and local stage distances.

In each of the countries visited. Airbus· guests had the chance to judge first hand the qualities of this new member of the Airbus product line: its remarkable passenger comfort. quietness. outstanding fuel efficiency. and true wide-body cargo capability. During special 'pilots· flights.' flight crews were able to experience for themselves the

handling qualities. performance and advanced two-man cockpit concept of the new A310. 19 demonstration flights were made during the tour.

Top Airbus management. including president. Bernard Lathiere and Executive Vice-President. Roger Beteille. participated during various portions of the tour. accompanied by a team of management. sales. flight and support personnel. Test pilot Lars Heise-Laursen was in command of the aircraft. and shared the flying with test pilot Karl Nagel.

Cairo-Los Angeles· Nonstop Record A McDonnell Douglas DC-8 Series 70 reengined with advanced technology CFM-56 turbofan engines established a long-distance point-to-point record. flying nonstop Cairo-Los Angeles. a distance of 8.215 statute miles (7. 164 nautical miles) in 1 5 hours 46 minutes.

Departing Cairo International at 11. 1 3 am. local time Tuesday March 29. the reengined DC-8 touched down at Los Angeles international (LAX) at 4.59 pm PST. the same day. The aircraft. owned by Cammacorp. El Segundo. California. program managers for DC-8 reengining. was completing a week-long to•Jr to England and Egypt demonstrating the airplane· s fuel efficiences. noise reduction and range improvements resulting from its four new CFM-56 turbofans.

'Although we'd covered more than 8.200 miles. remaining aloft nearly 1 6 hours flying east to west against prevailing winds. we still had about one and a half hours of reserve fuel - enough for an additional 860 miles - when we touched down at LAX.· said Don Mullin. Cammacorp Director of Flight Operations and Aircraft Captain. The DC8 and its CFM-56 turbofans performed •exactly to predicted fuel flow values.' he said.

The National Aeronautic association submitted the flight for official international recognition.

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11

INTERNATIONAL ASPECTS OF AIR TRAFFIC CONTROL LIABILITY

BY A BOOTSMA

Part 111 2.4.1 Court Decisions From Trans Oceanic Airways Ltd. v.

The Commonwealth of Australia 59 it follows that the Commonwealth has the duty to take due care of the safety of aircraft under air traffic control.

In 197360 the Western Australian Supreme Court had to judge a case where two aircraft. flying in accordance with VFR. collided after approaching an airport to land on similar flight-paths. The Court found that both ATC and the aircrews had failed to keep a proper look-out. As we have seen in paragraph 1 .4. it is the pilot-incommand who has to separate his aircraft from other aircraft. Despite the fact that ATC had no function in providing separation. the court held that ATC had a duty of care to maintain a proper look-out for the safety of aircraft and to issue appropriate warnings and instructions to avert disaster.

On January 29. 1971 a Canadian Pacific airliner. which had just landed at Sydney airport. backtracked down the runway after misinterpretation of

59 High

taxI-InstructIons and collided with a Trans-Australian airliner taking off on the same runway in accordance with an ATC clearance. Poor visibility conditions made visual observation inadequate and ATC failed to verify by radio-communication whether the runway was clear. before issuing a takeoff clearance. The Court decided that this was a serious departure from the standards of the reasonable man . . The Court had the view that safety in the prevention of collisions is the primary responsibility of ATC and that the duty of the air traffic controller to keep a proper look-out and to ensure that a landing aircraft is clear of the runway before issuing a clearance for immediate takeoff. is of fundamental importance to the safety of operations at an airport6 1 .

2.4.2 Contributory Negligence Contributory negligence on the part of the plaintiff may reduce the damages awarded62; it is not a defence. but the damages recoverable must be reduced having regard to the claimants' share in the responsibility for the damage. Most accidents which can be ascribed to human error. do

not happen from a single cause. but result from a combination of causes.

In Nichols v. Simmonds and the TAAcase. liability was apportioned. In both decisions all three parties were found at fault; ATC was held 40% liable and the aircraft operators were held 30% liable63_ How will a court reach a just and equitable apportionment of responsibility? In the TAA-decision the Court reasoned that 'responsibility involves a comparison of the culpability of each party.· The relative degree of departure from the standard of care of a reasonable man and the relative degree and seriousness of risk created by that departure determine the degree of culpability. Both elements are considered in the TAA-decision. By stating that •safety in the prevention of collisions is the primary responsibility of ATC and the duty to ensure that landing aircraft cleared the runway before issuing a takeoff clearance is of fundamental importance to safety ... .' the court in fact said that the departure of the air traffic controller from the reasonable standards of conduct was greater than the departure of the aircrew 3nd suggested that the expected role of ATC is more important than the role of the aircrew64 2.5 United States The United States has acquired a leading position in world aviation; related to the total ton-kilometers performance the United States participate in air transportation for approximately 40%. Therefore it is not surprising that a substantial quantity of cases. involving ATC-liability. are found in this country. One of the problems to be solved is how to delineate the responsibility of the air traffic controller. From the available litigation it appears that there is a tendency to put a more onerous responsibility on air traffic control for the safety of aircraft.

2.5.1 Federal Torts Claims Act (FTCA) The Federal Aviation Act provides the statutory basis for the legal responsibility of the Federal Government

Court. 7956, unreported.

60 Nichols v. Simmonds, Supreme Court of WA., unreported.

61 Australian National Airlines Commission v. The Commonwealth

of Australia and Canadian Pacific Airlines, High Court, 7975.

62 Usually the Law Reform Act regulates the position of each party.

63 In Nichols v. Simmonds all three parties departed from the standards of a reasonable man by not exercising a proper lookout. In the TAA-case the CPA airliner misinterpreted taxi-instructions without confirmation and the TM-airliner was held liable for his failure to abort takeoff.

64 See also I.J. Booth.· Governmental liability for aviation accidents caused by air traffic control negligence, Air Law 7976, p. 767-7 68.

12

for commercial air safety and authorizes the Federal Aviation Administrator to provide air traffic control services. ATC is a function within the Federal Aviation Administration charged with the safe conduct of aircraft flight and in discharging this duty ATC pursues the objectives enumerated iryl .4.

The F deral Torts Claims Act allows an injur d person to sue the United 1 States ffr negligent or wrongful acts or omi~sions of federal employees within tHe scope of their employment.

Until 1955 it was questionable whether the Federal Government could be sued for negligent acts of ATC. as the United States had the view that the air traffic controller is performing a discretionary function.

Such discretionary activities are excluded from application of the FTCA. In Eastern Air Lines v. Union Trust Co.65 ATC had cleared two aircraft to land on the same runway at approximately the same time. The Government brought forward that the duty of an air traffic controller is public in nature and involves the exercise of discretion and judgment. The court stated that air traffic controllers are not performing discretionary functions. but merely performing the operational tasks of prescribed procedures. The court considered that •it was discretionary to decide to operate the control tower. but once that decision was made the day-to-day acts necessary to carry out that decision by the air traffic controllers are operational .... • Thus. the Government is liable for the negligent execution of air traffic control functions and individuals may recover damages from the Federal Government.

7

by maintaining a proper look-out: consequently the clearance was not the proximate cause of the crash.

Moreover. the court determined that the clearance was permissive in nature and did not relieve the pilot of his duty to exercise reasonable care ma's when complying with the clearance.

1cleon 'Inter ects of Thus far the court decisions placed ;.Air, 'TraffioCont • .

•.'Fhe Executive !FA rlJA strong emphasis upon the primary responsibility of the pilot. In this respect having studied.. on the • , '/,:,ter{)ationa/.AsgectsofA/r:·Traftic, United States v. Miller68 gives a similar reasoning. The court held that the . Gontr.ol tia/JJility": by R. Bbotsma, kwh,Jsta student at law,-finds that a • ultimate responsibility" for the safe op• of staiemems cdntai'ned. eration of aircraft under VF R rests with 1 the pilot: he has the obligation to obin· direct conflict with !FATCA pi/licies-and pos-.,. serve and avoid other traffic.

r

re

· .' be viewed e laws of ned state • •. onclusion ,fr:_om. or; ted bp t!Je must be e.fed to . personal views of Mr. 800 de during , ther:2reparatioa-andresearcr/'Of 1pesis'whilst a s . • at law.

Any statement onclusi in the article do essarily , incii:Je with the v r have L endorsement oFthe Federation. , ,;

2.5.2 Primary Responsibility There is no federal law establishing the elements of a tort action. In general. damages may be recovered under the common law of negligence. It has to be established that ATC owed the pilot a duty of care and that the breach of that dt,Jtywas the proximate cause of the resultant damages. Since the decision in Eastern Air Lines it is beyond doubt that a duty towards the pilot exists. but the question to what extent the air traffic controller has to exercise due care remains unanswered. From the litigation quoted in the following paragraphs it is clear that the conception of the air traffic con-

65 221 F.2d62(0.C. Circ. 1955).

66 135 F.Supp. 929 (0. Mass. 1955).

67 277 F.2d 322 (5th Cir. 1960).

ome cas

,n conflict

troller's duty has evolved from a narrow one to a wide one. Characteristic of the attitude adopted by the courts is Smerdon v. United States66_ The pilot had received a clearance for a VFR landing. while visibility conditions did not permit this type of landing. As the pilot was warned of the weather conditions. the court held that ATC was not liable. The court also held that the duty of the air traffic controller is limited to the prevention of collisions. The early decisions recognize that ATC is required to perform their duties in accordance with the FAA ATC Procedures Manual. In these regulations we find the responsibilities of and the procedures to be followed by ATC; they prescribe the Government standard of care. Once the air traffic controller has met these requirements. no other duty exists.

In United States v. Schultetus6 7 it was stated that the direct and primary responsibility for the operation of an aircraft rests with the pilot. Both aircraft were flying in accordance with VFR and ATC had issued a landing clearance resulting in a mid-air collision in view of the air traffic controllers. The court had the opinion that the pilots could have avoided the collision

68 303 69 373 10 283

2.5.3 Changing Attitude The view that ATC had no other duty than perform the functions laid down in the Procedures' Manual was abandoned in later decisions. Pilots were still held primarily responsible for the operation of the aircraft, but only after having been informed of all facts necessary for safe flight. For the first time in Ingham v. Eastern Air Lines69 ATC was required to do something more than strictly follow the operating procedures. This decision shows the application of the 'Good Samaritan· doctrine: if ATC undertakes a practice that engenders reliance. it has the duty to continue that practice with due care. The air traffic controller had advised the pilot of the visibility. but failed to relay essential weather information during the following twelve minutes. in which time the visibility decreased and came close to the minimum required for landing. This critical change in visibility should have been reported to the crew as that information would have been considered important in determining whether to attempt a landing. The court emphasized that the final decision to land is left to the pilot. ATC did not provide the information needed to make that decision and thus proximately caused the accident. The •primary responsibility' defence was also alleviated by application of the theory of reciprocal duty. It has been determined that both pilot and air traffic controller have a duty toward each • other: the functions to be performed by pilot and controller are no longer independent. In this respect I would like to draw attention to the decision in Hochrein v. United States 70: the 'primary responsibility'

F 2d 703 (9th Cir. 1962).

F2d 227 (2nd Cir. 1967).

F. Supp. 31 7 (E.D. Pa. 1965).

13

defense arose only after the controller had fulfilled his duty to warn the pilot of the possible danger from the other aircraft.

In Furumizo v. United States 71 the court found that under such circumstances. the air traffic controller is required to go beyond the letter of the regulations and has to exercise ·reasonable care· in the prevention of collisions. A student pilot was cleared for takeoff and a waketurbulence warning in accordance with the manual was issued to him.

The light aircraft was caught in the wake-turbulence of the preceding DC8 and crashed. Under these circumstances the controller was held negligent for the failure to exercise reasonable judgment to avoid the danger created by the wake-turbulence. The court held that a second warning should have been provided by the controller when he realized that the aircraft started its takeoff immediately in disregard of the first warning.

This decision constitutes a significant departure of the view that the pilot is primarily responsible and puts ATC under the obligation to take any reasonable action which could prevent accidents.

Recapitulating we may say that the requirements to be met by ATC are not limited to those imposed by the ATC Procedures· Manual. In going beyond those regulations the 'reasonable man· test applies to the conduct of the air traffic controller and in emergency situations the air traffic controller is required to exercise reasonable judgment so as to prevent accidents. The primary responsibility still rests with the pilot. but in one situation. when the pilot is not aware of the facts he needs in order to operate the aircraft safely. the pilot is not held directly responsible for the safe operation of the aircraft. In Hartz v. United States72 the court came to this conclusion in a factual situation similar to Furumizo.

The wake-turbulence warning given to a small private aircraft was not in accordance with the standard phraseology prescribed by the manual and the failure to give a proper warning resulted in the crash of the small aircraft taking-off behind a DC-7. The court considered that it was the duty of ATC to 'direct and guide . . in a manner consistent with safety· and that •ATC owed a duty beyond the procedures prescribed by the ATC manual.· The

1 7 387 F.2d 965 (9th Cir. 7967).

72 387 F.2d 870 (5th Cir. 7968).

7 3 In Neff v. United States. 420 F.2d

court also concluded that ATC had an additional duty to delay the takeoff clearance for such a period as was reasonably necessary to permit the turbulence to dissipate. The warning given to the pilot was inadequate and the pilot cannot be held responsible for the operation of his airplane. as he did not know or could have known those facts material to the safe operation of the aircraft 73.

2.5.4 Standards of Duty for Pilots and ATC It is clear now that ATC has a duty to do more than merely follow the instructions given in the manual and that the air traffic controller is required to exercise judgment to avoid potentially dangerous situations. In Ingham v. Eastern Air Lines and Hartz v. United States it has been established that before a pilot can be held legally responsible for his aircraft he must know. or in the exercise of reasonable care be held to have known. those facts that were material to the safe operation of the aircraft. Application of this criterion to United States v.

Schultetus leads to the conclusion that there is no liability on the part of ATC. as the pilot was aware or should have been aware of the danger.

In American Airlines v. United States7 4 an aircraft failed to maintain sufficient altitude during its landing approach in a thunderstorm. The court emphasized that the pilot. in the exercise of due care. should have been aware of the possible presence of downdrafts and the failure of ATC to warn of this possibility could not have proximately caused the crash The court enunciated four standards of duty for pilots and ATC: a) The pilot is in command of the aircraft. is directly responsible for its operation and has final authority as to its operation. b) Before a pilot can be held legally responsible for the movement of his aircraft he must know. or be held to have known. these facts which were then material to its safe operation. Certainly. the pilot is charged with that knowledge which in the exercise of the highest degree of care he should have known. c) The air traffic controller must give the warnings specified in the manual.

Hong Kong According to the Crown Colony's Financial Secretary. John Brembridge. plans for building an international airport on Lantau Island have been abandoned because the project would be too expensive. The technical feasibility of a two-runway airport at Chek Lap Kok. on partly reclaimed land. had been proven by design studies. but a recent financial study. conducted by a Hong Kong merchant bank. had fixed the cost of the project at SHK 35.4 billion if financed on an all-equity basis. As the government had planned to finance 75% of the project by borrowings. the financing costs would raise the project's price ticket to SHK 62.5 billion. with financing arrangements running through to the year 2005. - Investment so far made for the Chek Lap Kok airport proposal totals SHK 185 million for technical studies. As the Colony's airport at Kai Tak will have to be replaced sooner or later. shelving of the Lantau project will not necessarily mean an end to airport development in Hong Kong. Kai Tak is expected to be saturated by 1990 and may run into difficulties for noise and pollution reasons earlier. Therefore. the search for a new site in the Colony or across the border in mainland China will continue.

d) The air traffic controller. whether required by the manuals or not. must warn of dangers reasonably apparent to him but not apparent in the exercise of due care to the pilot.

Application of this concept is illustrated in Blount Brothers Corp. v.

Louisiana 75 and Harris v. United States 76. In the first case ATC was not negligent for failing to warn the pilot of a displaced runway and a seven foot mound of construction sand. because the pilot should have been aware of the conditions. which were published in a Notice to Airmen. In the second decision ATC was held liable for the failure to warn the pilot of a power line obstruction on the runway approach. because ATC knew that the pilot was not familiar with the area and did not know of the obstruction.

7 75 (D. C. Cir. 7968) the Government was held liable because significant and immediate relevant weather information that might have affected the takeoff decision was not provided to the aircrew.

74 4 78 F. 2d 780 (5th Cir. 7969).

14

Aspects of A TC A Layman's Point of View

by Nigel C. Gates, M.A., M. Phil

I am Senior Lecturer in Geography at the Hertfordshire College of Higher Education: I also hold a Private Pilot's Licence. During the period 19771982 I was engaged in research into aspects of air traffic control and management and, in December 1 982, I was awarded the M. Phil degree by the University of London (Faculty of Economics) for my thesis 'An appraisal of air traffic control and management in southern England, with particular reference to jet transport operations, 1 9 7 8-1 9 81 . • Although I am a geographer. and not a professional air traffic controller. I nevertheless believe that my research conclusions might be of interest to readers of 'The Controller.· The research covered two main areas: ( 1) detailed analysis of LATCC' s ( London Air Traffic Control Centre) Dover/ Lydd and Seaford /Worthing/ Hurn Sectors: (2) consideration of how air traffic (which. in general, is moved very efficiently by European air traffic controllers) could flow even more expeditiously- saving operators time and substantial quantities of expensive aviation fuel.

It should be pointed out that pilots and controllers do not always see eyeto-eye and certain ATC procedures sometimes appear unnecessary (and uneconomical) to pilots managing fuel-thirsty jet transports. However. the air traffic controller can see the total ATC situation in his sector of airspace and, without doubt, most ATC procedures (some of which certainly frustrate pilots) are absolutely necessary tor safety reasons. Furthermore, there will always be a need for tactical air traffic control measures (such as track-heading. flight level and speed changes) to maintain safe separation. However. although my analysis demonstrated that air traffic normally moved efficiently and expeditiously through the controlled and upper airspace of southern England, there are (tactical control apart) certain standard ATC procedures which

are questioned frequently by pilots and there are some areas where airspace could be used more efficiently.

It should, however, be pointed out that some of the problems which exist in the airspace of southern England are the result of airspace restrictions imposed upon the United Kingdom with which LATCC controllers must comply.

Until very recently, a major problem used to be certain danger areas (in the Portsmouth area), which hindered the efficient and expeditious movement of air traffic in Seaford/Worthing/ Hurn Sector. However, on 26 November.

19 81 , revision of the Portsmouth danger areas took place and, on 18 March, 1982. radical changes in the controlled airspace of southern England came into effect. The CAA stated ( 19 8 2 ), that these changes were •Designed to relieve congestion and thereby improve safety, and to assist fuel saving through more direct routings and earlier climb to cruising level' and there is little doubt that these radical changes reduce flight time and result in significant fuel savings.

N.C. Gates

For optimum fuel economy a pilot attempts to maintain a smooth, uninterrupted descent profile. from cruise level to runway threshold. Any deviation from the optimum descent profile will increase fuel costs and pilots attempt to avoid both early descent and flight below the optimum descent profile whenever possible. Pilots, therefore, question certain standard descent procedures: (i) when approaching from the south and southwest (inbound to airports in the London TMA) the instruction to be at FL 1 20 10 miles west of Midhurst: (ii) inbound on UA2W, the instruction to be at FL260, or below, by Abbeville (the France/ LATCC transfer of control point): and, (iii) inbound on UG 1, the instruction to be at FL280 or below by Koksy (the Maastricht / LATCC transfer of control point.) From the controllers· point of view such descent clearances are desirable for ease of control; many pilots, however. feel that these levels are too low and point out that the necessity to comply with these particular ATC instructions results in increased fuel costs. Likewise, for optimum fuel economy, pilots attempt to maintain an uninterrupted climb profile (from rotation to cruise level). whenever possible: the necessity to interrupt the climb (at FL60 for example) consequently results in increased fuel expenditure. Controllers naturally realize the need for aircraft to attain cruise level as quickly as possible and, when traffic permits, frequently allow deviation from procedural SIDs and provide early climb clearances. Nevertheless. the need to maintain low flight levels, when necessary, is very expensive in terms of increased fuel burn-off. In congested terminal area airspace, procedural SI Ds and STARs are obviously necessary: however, with modern highly-accurate sophisticated navigation equipment, and with new landing aids (such as the microwave landing system), it may well be possible to use terminal area airspace more efficiently in the future.

One-way airways/ upper airways are the norm in southern England but some airways/ upper airways still permit flight in both directions. Duodirectional flow can. however, sometimes result in tactical control problems - particularly when traffic levels are high - and. if traffic levels continue to increase, it may well be necessary to make the remaining duodirectional routes uni-directional and thus introduce additional circulatory traffic flow systems. For example, although G 1 / UG 1 is predominantly one-way (eastbound), westbound traffic terminating at Gatwick and 15

MEETING THE TECHNOLOG Portugal'sdevelopment as a major BasedonSignaal'sLAR-IIlongrange firstin ATC. centrefor tradeand tourismis expectedto radarsystem,alreadywell-proven in TheATCproject-designated NAV-1 dramatically increaseair trafficbythe mid- Paraguay,Singapore,the Netherlands and - comprisesequallyadvancedsub-systems eighties.Itsair trafficcontrolsystem,whilst theUnitedKingdom,theprojectinvolves the for: flightplanprocessing, flightinquiry beingadequatefor the present,willbe equippingof a newATC centreat Lisbon and recording,distributionand switching, unableto meettheheavydemandsof the International Airport,as wellasunmanned, closedcircuittelevision, PABX,intercom, future.So Portugal'saviationauthority, remote-controlled, stationsat Montejunto, timing,voicelogging,as wellas microwave Aeroportose Navega~ao Aerea(ANA), Foiaand Lousa. linksand integratedmaintenance data developeda challenging modernisation All informationand data willbe transferand analysis. programmefor its nationwideair traffic processed bycomputers; radardatafromthe Hereare somemoreexamplesof controlnetwork. differentsitesbeingautomatically correlated howPhilipsmulti-product capabilityis And Signaal,Philipsspecialistradar to presenteachair trafficcontrollerwithan meetingthe technological challengeof company,is supplyingand installingall the optimalpicture.Thistechnique,called modernaviation. high-technology equipmentand systems. 'multi-radardata processing',is a world's LOUSA 260 NM (radio)

The Dynavision 500X-rayscreening systememploysadvanceddigitalimaging technology to providea clear,sharpimage whenscreeninghandbaggage.Highspeed imagingis complemented by ergonomic •. designfeaturesto enabletheoperatorto see :J;: •• •.., ~-_. .%'<~.::" . more... morerapidly.Unsurpassed for theDynavision 500joinsthewide • \ .,o~_;;;;~•iii) / ·-•.· reliability, rangeof Philipssecurityscreeningsystems "· '.-'?(used in airportsthe worldover. > ~.,,

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Fulfillingthemoststringestrequirements,the newvisualaid systemPAPI, for PrecisionApproachPath Indicatorhas • alreadybeensuppliedby Philipsto airports in Bolivia,Haiti,Malaysiaand the Sudan.

PHILIPS

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SURE SIGNOFHIGH-TECHNOLOGY FOR AVIATION

aerodromes south and east of the London TMA is permitted. When G 1 / UG 1 traffic levels are high. Dover Sector controllers can sometimes experience tactical control problems.

Gatwick Airport is expanding and westbound flow on G 1 / UG 1 is naturally increasing. In the future it may well be necessary to create a new westbound airway/upper airway and only permit eastbound flow on G 1 / UGl. Although the problem originates outside LATCC airspace. the flow control measures on southbound and eastbound routes (such as A 1 / UA 1.

A34/UA34. & Gl /UGl) require revision. The flow rates on these routes (normally twelve aircraft an hour which can be increased to sixteen aircraft an hour on some routes under certain circumstances), is restrictive at peak periods. Furthermore. most of the available flight levels which are allocated to aircraft are suboptimal. For example. FL270 and FL290 (the highest flight levels available on UA 1 & UA34 - with the exception of FL3 70 and above). are both below the optimum cruise level for economical flight in most jet transport aircraft.

Although these flow restrictions must be viewed within the context of the originating ATC authorities. as far as traffic departing the United Kingdom is concerned, there is an urgent need for more slots and higher flight levels.

However. it should be stressed that. although the United Kingdom ATC system (of which LATCC's Dover I Lydd and Seaford /Worthing/ Hurn Sectors are an integral part) is not perfect. it really is very good indeed. The United Kingdom possesses excellent ATC equipment and welltrained. highly-professional controllers who expedite traffic flow whenever possible. Our ATC system is highly regarded and. when flying in United Kingdom airspace, pilots relax knowing that they are in safe. capable hands.

The prime purpose of air traffic control (ATC) is tactical - to prevent collisions between aircraft and to expedite and maintain the orderly flow of air traffic. The study also attempted to assess the efficacy of the European ATC system and. based upon empirical data gathered on jet transport flight-decks. concluded that. in general. the European ATC system largely met the aims of ATC by providing a safe flow of traffic which was generally orderly and expeditious. However. obvious differences between ATC systems in northwest Europe and parts of southern Europe were noted.

Air traffic management (ATM) attempts to improve ATC system ca18

pacity / efficiency and allow more ex- appear in the British Museum Library. peditious movement of aircraft: it is However. anyone experiencing diffiprimarily concerned with strategic culty in obtaining the thesis should planning - to ensure that air traffic in the first instance - contact me. movement can. and will. take place Might I. through the medium of 'The efficiently. ATM is necessary to im- Controller· publicly record my grateful prove the international ATC system so thanks for the help I received from ( 1) that it can cope efficiently with greater the London Air Traffic Control Centre: numbers of more sophisticated (2) the Civil Aviation Authority; (3) the aircraft in the future: ATM is. consemany pilots who shared their flightquently. of vital importance if there is decks with me and; (4) all the controlto be control - rather than chaos - in lers who permitted me to observe and the decades ahead. In the contemrecord their work. Finally. I should like porary economic environment. air- to express my very sincere gratitude to lines strive continually to minimize Britannia Airways and. in particular. to operational expenditure and the study British Island Airways. for all the asexamined ways in which the air traffic sistance that they so kindly gave me. management process could reduce fuel expenditure.

Although the European ATC system (in general) op- --------------erates efficiently there are. nevertheless. areas where efficiency could be improved and there is potential for the Contact Lenses introduction of more ATM procedures Permitted (some innovatory) designed to increase the European ATC system's in Air Traffic Control efficiency and reduce operational costs.

CATCAhas recently been informed that air traffic controllers who meet the visual Although highly unlikely politically. requirements for Category 1 may now it may one day be possible to integrate wear contact lenses after a trial period of the present plethora of individual six months. Dr. I. H. Anderson. Director of nations (each responsible for their Civil Aviation Medicine. sent the following own ATC) into a single pan-European Memorandum dated February4. 1983. to ATC authority. More realistically, the all Regional Aviation Medical Officers: study suggests that (i) it may be possible to amend some areas of restrictMedical Standards - Contact Lenses ed European airspace (particularly for Category 1 and 2 military danger areas) to permit Since 197 7 the Department of Nationaircraft to fly more direct routes; (ii) al Defense and Transport Canada have there is potential for the realignment conducted studies to evaluate the use of of some European airways to reduce contact lenses in flying and air traffic conthe excess airways mileage currently trol operations. being flown; (iii) there is a need for the The data obtained in both studies indicated that the use of contact lenses for general introduction of a direct-route distant vision correction does not constisystem (for aircraft carrying the requitute a safety hazard. site navigational equipment needed to On the basisof our own experienceand fly great-circle routes·; and (iv) there is that of other ICAO member states. the use urgent need for a macro-European of contact lenses for distant vision correcflow control management center to tion has been accepted as being within the manage Europe's complex air traffic medical standards. provided the visual reflows on a holistic basic (rather than quirements for Category 1 and 2 are met the present somewhat inefficient and the refractive error falls within the range of plus or minus 3.5 diopters (equipiecemeal structure). If these meavalent spherical error). sures were introduced. and if poorlyAn eye specialist's report is required equipped nations were reequipped after six month's trial. confirming that the with the modern sophisticated equipcontact lenses are suitably fitted and ment necessary to control contemadequately tolerated. porary air traffic efficiently. then (a) All contact lens wearers are required to many delays would be obviated; (b) have replacement glasses available for many flow restrictions would be un- immediate use in the event the contact necessary; and (c) cumulative fuel lens(es)become dislodged or are required to be removed in flight. savings would be dramatic.

Hard contact lens wearers may be reMy thesis (including maps. graphs. quired to have two pairs of glasses availetc.). is 296 pages in length: the able to overcome the frequent above is but a bare precis. If anyone phenomenon of spectacle blur. In such wishes to read the complete thesis. cases one pair of glasses should correct copies are lodged in the libraries of the vision immediately following removal The University of London and The of the lens(es). the second pair should London School of Economics: furcorrect the vision after the eye is stabilized. thermore. a copy should eventually Effective immediately.

The Choice of Technology in ATC Radar Part 11(a)

by H. W Cole

exploiting difference between repetitions of the wanted and unwanted signals.

The other three have amplitude and movement characteristics different fromt the wanted signal. Unfortunately these are not totally unambiguous and differing processing techniques have been invented from which the user has to choose. It is the aim of this article to assist in understanding factors in this choice.

MTI and Doppler Filtering

A Way out of Confusion

Part I of this series aimed at giving to users insight into the issues at stake in choosing transmission techniques for a Terminal Area Radar. The same aim is taken here in relation to the Signal Processing techniques and technology. In this realm the technical jargon and mathematical terms are stranger and more numerous than was the case for transmission techniques.

This tends to reinforce in the user and his adviser the notion that the issues are too complex for the user to understand. At first sight. terms suer. as •Doppler Filtering.· 'Time Weighted Coefficients.· • Filter Sidelobes. • 'Aliasing· seem daunting indeed. The user who is unfamiliar with them need not be put off. for the meaning of such terms can be expressed in other ways and permit their understanding in terms of the operational impact and effects upon radar performance.

Basic Objectives of Signal Processing

I believe few in the radar business these days. be they user. procurement authority or designers. need reminding that the range of any radar. for 100% probability of detection. is zero: Not nearly zero. but precisely zero!

This is because of the nature of the target - it fluctuates in a random manner. sometimes having extremely high or extremely low values of echoing area.

Philosophically. values range from zero to infinity and designers are forced to use a statistical mean value of echoing area to express the radar range in statistical terms of probability detection.

For this important reason we can state that the prime objective in an ATC radar design is to give the user a system which maximizes the availability of wanted signals. To this end it must have super and sub-clutter visi-

bility. In the ATC world nowadays the wanted signals are almost exclusively those from aircraft. but with those from weather coming a close second!

Basic Problems The wanted target signals have to compete with others such as a) Noise and Interference b) Ground Clutter c) Weather Clutter d 'Angel' Clutter The business of the processor designer is to seek differences between wanted and unwanted signals and accentuate these to the advantage of the wanted signal for the user.

The first class of unwanted signal (Noise and Interference) can be overcome by accentuating the difference between noise. which is random. and the wanted signal which is repeated at known times and with an expected amplitude history. Interference can be rejected by Pulse Repetition Frequency Discrimination technique i.e.

Henry William Cole (Marconi Radar Systems Ltd) Corporate Members Coordinator

Most readers will be familiar with the term Moving Target Indicator (MTI). To effect MTI it is usual to rely upon the •coherence· of the radar system (as described in 'The Choice of Technology for ATC Radars.' Part I. 'The Controller.· 3rd Otr .. 1982) and differentiate signals whose phase between successive samples (repetitions of the radar transmitter) changes very little ('stationary· targets) or changes a lot (moving targets). One has to rely upon phase measurement because samples are taken too rapidly for pure range measurement to be adequate.

For example. consider a TAR having a sample rate of 600 per s (PRF of 600 Hz) and a pulse width of 1 .5 µs. An aircraft travelling radially towards the radar at 200 kts would move only about 10 cm between samples. The pulse length represents a distance of about 1/8 n. ml. or 7 40 ft and if range incrementation is even as small as 1/ 32 n.ml. it is far too coarse for range difference measurement between samples to be meaningful. The phase measuring system can be likened to a ·vernier' of range measuring and can be understood in a way leading to the notion of Doppler filtering. Fig. 1 shows the principle of coherent phase detection and how it permits fixed targets to be cancelled and moving targets to be detected by successive pulse amplitude comparison. The range to a target (or clutter) can be expressed as a number of integral half wavelengths plus a fraction. If the antenna was stationary and illuminating a permanent echo. e.g. a stationary tall mast and a moving aircraft. then the value of n½+ o½ for the mast would remain constant from one transmission to the next. However the value for the moving aircraft would change. A coherent system has an internal very stable oscillation which is used as a reference for all returned signals.

Comparison is made between this reference and input signals by a phase sensitive detector. The reference oscillation is fed into one arm of the detector and the signals for measurements go into the other. A typical 19

phase detector characteristic is shown in Fig. 1. Its output varies as a function of the phase difference between reference and input signal.

Because of the establishment of coherence. the range continuum can be regarded as made from sets of these characteristics stretching out in space. each completely side by side with no gaps or overlaps. Thus our tall mast would give the same output (magnitude and polarity) from the phase detector at every signal sample (i.e. each transmission). The aircraft illustrated. because of its movement relative to the radar. would give different outputs from the phase detector from sample to sample because successive values of n½ + o½differ.

The detection system only needs the o½values to be measured in order to tell fixed from moving targets.

A salient point emerges from this: The signal phase changes with time result in amplitude changes at the phase detector output. The rate at which the amplitude changes is the target's Doppler frequency. Thus a fixed target exhibits zero Doppler frequency and a moving target. a nonzero value proportional to radial velocity.

tude and polarity because 'n' would change by an integer and ½ remains the same. Thus the aircraft would appear as a fixed target, resulting in its signal being cancelled.

Put another way - the Doppler frequency equals the sample rate or PRF. If we plot output versus velocity for a simple 2-pulse cancellation system of regular PRF we see, in Fig. 2. the familiar comb-filter set with zero's at multiples of the PRF. i.e. when the target moves integral numbers of halfwavelengths between samples. These repeated nulls can be removed by successively changing the sample rate. i.e. staggering the PRF. The output versus velocity characteristic now becomes typically as shown in Fig. 3.

Radial velocity is directly proportional to the Doppler frequency at a fixed wavelength, thus we can look upon the curve of Fig. 3 as the characteristic of a filter of Doppler frequencies.

We see it rejects Doppler frequencies of zero and has a bandwidth, like all pass-band filters. This allows very slow moving targets also to be rejected.

Ideally it should have the shape shown dotted so that rejected and acceptance are clearly defined.

Blind Speeds The illustration also shows how 'blind speeds' occur in simple systems. It is possible for the target to move at a speed equal to ½ between samples. At this speed (approximately 1 20 kt for a typical L-band TMA radar) the successive outputs from the phase detector would be of the same ampli-

Tangential Fading The model shown in Fig. 1 also allows understanding of tangential fading. Here the target travels at a tangent to the beam's rotation (i.e. into the page) so that despite its movement there is no change in its radial distance to the radar between samples. i.e. its Doppler frequency

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component is zero, as for fixed targets. and hence produces no MTI output.

This defect can be overcome as will be seen later.

Blind Phases The phase detector characteristic is symmetrical about its mid point. It is thus possible for successive samples to give the same amplitude and polarity of output from the phase detector. Successive comparison would result in cancellation - as for fixed echoes. This effect results from what are called 'blind phases.· It is overcome by having two phases detectors operated simultaneously and making their reference oscillators have a 90 ° (equivalent to½) phase difference. It will therefore be impossible for both to produce blind phases together and thus the loss is avoided. Reverting to the model in Fig. 1 the system can be likened to two chains of phase detector characteristics in space displaced by one quarter wavelength.

Technology Cancellation of permanent echoes (rejection of signals with zero Doppler frequency) is carried out by combining each signal with that obtained exactly one sample period earlier. Modern technology uses digital techniques for this. breaking the sample period into small range increments. each examined in regular sequence using digital shift registers. In earlier systems this sequencial examination was done by using analogue accoustic delay lines of water. mercury or quartz as the delay medium. Fig. 4 shows a basic

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block diagram of a digital 4-pulse comparator. i.e. a Triple Cancellation system and its modern version using summing techniques instead of comparators or subtraction circuits.

Each pulse input is successively delayed by periods equal to the sample time interval (the transmitter pulse period). Delayed outputs and current video signals are taken to a summing network which does the necessary arithmetic with successive samples to produce a cancelled output. Note that summing network inputs are passed via amplitude controllers C 1 C2 C3 and C4 to ensure maximum cancellation. They can be regarded as setting different coefficients of magnitude to the summing circuits. The detailed mathematical principles behind this may be read in • Introduction to Radar Systems.' M. I. Skolnik. 2nd Edition. p. 110.

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Time Varying Weights (TVW) Staggered PRF The technique of TVW eliminates two disturbances to the perfect working of an MTI system with staggered PRF (M.I. Skolnik's lstaggerand lscan)The second of these is taken as illustration. being easier to understand.

Total MTI If the radar is operated at a fixed PRF. signal samples into the system System Response from a fixed permanent echo will have an amplitude variation imposed upon them by the curved shape of the antenna beam as it sweeps over them.

0--t .......

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0 Repeated summations of successive samples as shown in Fig. 4 improves the cancellation. However, if TargetDopplerFreq.= Radial Vel. the PRF is staggered. some samples will be closer together in time and Fig. 3 Zero-Doppler Filter-Formed by Staggered PRF MT/. others further apart, dependent upon the stagger ratios. This exaggerates the effect of the antenna beam's Cancelled modulation and spoils cancellation output.

Ref. T = JnterpulsePeriod. even more. But since the stagger pattern is known to the system in advance. it is possible automatically to Phase Delay Delay Delay Sensitive vary the values of the coefficients C 1 =T =T =T + Detector C2 C3 and C4 proportionately and so restore cancellation to the level achieved without staggered PRF's.

Signals This is the technique of Time Varied Weighting (TVW).

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21

25th Session of ICAO Legal Committee on: Liability of ATC Agencies A report by WJ. Robertson (SC VII representative of IFATCA)

Since I could not obtain an accurate timetable for the discussions in advance of the meeting. I was required to be in Montreal at the opening of the meeting on April 1 2. Very fortunately the committee decided to address this issue first and I was able to conclude IFATCA's participation on April 13.

Conference •83 gave us no policy direction to follow with respect to the liability of ATC agencies or controllers.

As a result. I was given a pretty free hand in articulating IFATCA statements on the subject. I drew upon Ted McCluskey's study on Legal Liability of the Controller. W.P. 52183. and the briefing given to me by Vice-President Professional E.Sermijn while at IFATCA •83. All of these sources were of great assistance in formulating the written comments I put forward.

When I introduced these to the Legal Committee I emphasized that they were points for discussion only and that IFATCA wanted to follow very closely the course of development of this subject. I also noted that my written and spoken comments were not ·cast in stone· and that we looked forward to discussion of all ideas.

At this point I will turn to comments made by various States during the committee deliberations.

During my attendance at the committee sessions there were forty-two States in attendance. The following is a summary of my notes of their remarks: Argentina - Considered the subject to be one of importance to the extent that they had brought with them a draft Convention. The document runs to 29 pages and was presented in Spanish only. The Secretary of the Committee undertook the translation and distribution of same but it was not expected to be received before the end of the meeting. I have yet to receive a copy from the committee secretary. As soon as it is received. I will copy it for SC VIII members.

Canada - There is no justification for an international instrument. If any solution at all is required. the Cana-

22

dian Government favors the drafting of 'model' legislation which each country could adopt (or not) at will.

Brazil - Does not believe there is a need for an international solution. however. if it is to be discussed by the committee. Brazil will contribute to discussion.

Norway - Felt further study by the secretariat might be of interest but saw no need for a Convention.

Sweden - Shared to a large degree. opinion of Canada and Norway.

Emphasized that Swedish response to premeeting questionnaire must be carefully interpreted. Stated that a Convention would be superfluous at this time. Favored a study by secretariat to identify problems and recommend possible solutions.

Japan - Was of the view that there wasn't sufficient international element to justify an international instrument.

Finland - Was against a Convention but willing to listen to opinions.

Germany (FR) - Opposes a Convention because there seems to be no hope that it would be adopted. Did favor a thorough analysis of questionnaire replies.

Spain - Felt there was no need at this time for a Convention.

USA - Opposed a Convention but favored more study.

Czechoslovakia - Thought it would be useful to unify all problems of liability.

USSR - Favors a Convention and suggests that a subcommittee be convened in next triennium.

France - Characterized their position as a ·waiting posture.· They felt that a panel on subcommittee would be the best way to handle this question.

Indonesia - Felt that it was premature for a Convention but favored the formation of a subcommittee so that there could be in-depth study.

Switzerland - Suggested that a Convention was desirable but not urgent. Two rhetorical questions were also posed as logical by the Swiss delegation: 1) Why should privileges of

the Warsaw· Convention apply only to air carriers? and 2) Why shouldn't there be a system of equitable distribution of damages?

Senegal - Was skeptical on the need for a Convention based on the low return rate (approximately 30) of the premeeting questionnaire.

The Netherlands - Believed that there was not widespread support for a Convention. but felt that the subject deserved more study.

Ireland - Saw no need for a Convention at this time but said they were willing to learn.

Egypt - Supported position of Canada.

Israel - Saw an international element in the question but felt there was no need for a Convention.

Mexico - Reported that there is no legislation in that country on liability of ATC agencies and that liability is presently based on fault. Saw great merit in draft Convention.

Costa Rica - Did not answer questionnaire due to ·reasons beyond their control.· They reported that there is no legislation in Costa Rica covering liability and therefore felt a need for an international instrument and supported those who favor a Convention.

Italy- Supported the concept of an international instrument.

The chairman offered some views throughout the discussion which might be best summarized as follows: He thought that ·model legislation· was a valid point as an alternative to Convention.

Felt that the chances of a widely ratified Convention are small.

Opined that it was unfortunate that there wasn't such a thing as a Legal Annex to which differences could be filed.

Cautioned that lack of response to the premeeting questionnaire should not be read as lack of a problem Reminded States that some States cannot respond to questionnaire for a variety of reasons such as insufficient resources or a desire to hear debate before putting comments in writing.

I was invited by the chairman to address the meeting and did so in the following manner: Expressed our appreciation for invitation and opportunity to speak.

Suggested that I would speak as a practitioner of ATC versus point of view of lawyer. etc. (I made this comment because a large number of States seemed to be addressing the subject as though the only event they were considering were accidents within their own geo-

graphical territorial areas.) I pointed out the NAT. COCESNA (CENAMER). and Eurocontrol situations to illustrate how there was a significant international element everywhere.

Pointed out that we represented not only state-employed controllers but also public and private international controllers. as well as a situation I don't believe even they had considered - controllers on ICAO assignments.

Proposed that the integral questions that should be resolved at the same time are the studies relating to aerial collisions and the study relating to the authority of the aircraft commander since the authority of the controller and ATC agency will ultimately dovetail into these situations. This comment was made as a result of discussions I had with Capt. A. A. van Wijk of KLM. Chairman of IFALPA's Legal Study Group who had brought this as an IFALPA position.

Like the Swiss delegation. I also suggested that if there was a rationale for two air carriers to be covered by the Warsaw Convention in the event of. as an example. an on-board navigation error which resulted in a collision in the NAT OCA. then there must also be a corresponding rationale to have a Convention covering ATC agencies and controllers.

I closed my remarks by stating that we were not irrevocably wed to the idea of a Convention but were pragmatic to finding a solution to problems identified. I also said that we looked forward to working with ICAO on this question and invited them to call on us for any assistance required.

Since the subject was not under further consideration· until the committee studied the work program. I left Montreal and received a telephone update from the secretary. Or. Giduani. following the conclusion of the meeting.

The legal committee decided as a result of its deliberations: 1. To continue the subject as Item 2 of the work program.

2. Have the secretariat produce an indepth study and consult the States on the need for the formulation of a subcommittee (IFATCA will also be consulted).

3. Following that study to allow the Chairman of the Legal Committee to decide if a subcommittee should be formed.

According to Or. Giduani. the study and consultations will not take place until after the General Assembly scheduled for this September.

The Legal Commitree appointed a new chairman at the end of this meeting. He is Or. Sciola Lagrange from Italy.

Spain During the official inauguration of a new ATC room at Barcelona Airport on 2 March. 1983. Spain's new Director General of Civil Aviation. Pedro Tena. announced details of his department's Four-Year Plan (1983/86).

Of the total spending of Pta 85 billion. some Pta 60 billion will go into airport development. Pta 8.66 billion are earmarked for ATC improvements, Pta 13. 5 billion will be spent on new navaids. and the remainder is available for training. etc. New runways are to be built at Madrid and Palma de Mallorca. The terminal at Barcelona Airport will be expanded and converted to split-level operation. Ground-toair communications will be improved at the airports of Girona. La Coruna.

Lanzarote. Madrid, Malaga. Melilla.

Palma de Mallorca. San Sebastian.

Sevilla. Valencia and Zaragoza. while the control towers are to be modernized at Almeria. Asturias. Barcelona. Cordoba. Girona. La Coruna.

Lanzarote. Madrid-Barajas. Malaga.

Melilla. Palma de Mallorca and San Sebastian. New ATC systems will be installed at Madrid. Barcelona and Palma de Mallorca.

Use of Part-time Career Employment in FAA Professional/Technical Occupations

CONVEXI]

Headquarters FAA has encouraged the field to investigate the use of part-time career employment for augmenting the full-time work force within the agency. FAA' s primary interest is use of part-time employment in the professional/ technical occupations. particularly the air traffic control occupation. Since there is currently a shortage of experienced air traffic control personnel. FAA believes that use of part-time controllers may be beneficial during the rebuilding process. Specifically. they recommend the following:

The Guild ofAirTraffic Control Officers The British Guild of Air Traffic Control Officers (GATCO) is holding its fourteenth Convention and associated Exhibition this year in Cambridge. the University City. on 2 2 and 23 September.

It is hoped that as many members as possible from IFATCA will be able to attend.

The theme of this year· s CONVEX is •ATC and the Development of Regional Air Services.· The number of delegates attending has to be limited to 250. so if you wish to come to Cambridge and join us please register as soon as possible with the Registration Secretary. Mrs. J. Morecroft. 43 Vernons Close. Henham.

Bishops Stortford. Herts. CM22 6AF. United Kingdom.

1 . Rehire, on a part-time basis. retired air traffic controllers to augment the full-time staff.

2. Allow experienced controllers who have reached retirement age to go part-time prior to retirement. This will allow for a transition period for training new personnel and allows the employee to adjust to retirement.

3. To reduce attrition part-time employment should be offered to experienced personnel as an alternative to their leaving the agency for personal reasons. In addition. consideration should be given to experienced employees who have left the agency and may wish to return on a part-time basis.

23

Capacity - The Big Word (Note: The following is the text of the speech made by IFATCA 's Vice-President Technical, Mr. A. WF. Hendriks to the 4th European Conference of the International Civil Airport Association, in Baste, on May 18, 1983.)

Long queues on the highways leading to airports. saturated car parking lots, saturated terminal buildings. saturated aircraft parking areas, and long queues of air traffic on the airways from the airports. Will this be the future or not?

Today I would like to go back in history a few years and review with you the establishment of Flow Control for air traffic, its consequences for the aircraft operators and the airport authorities, and IFATCA's view on future development.

Years ago a nicely balanced aviation environment existed, because 1 . There was little demand for much capacity.

The aircraft as an efficient mean of transportation wasn't yet discovered by the general public.

2. Traffic flow was predictable.

Main flow existed only between major cities, e.g. London-Paris or Am~e~am-Fran~urt, ~c.

3. ATC compatibility on those routes.

The ATC systems along the most frequently used routes were very similar, consisting of basic flightprogress boards, a telephone and a telex-line and sometimes leftover World War II radar.

4. Pilots still accepted the see-and-beseen principle to a great extend.

This was in those days still possible since the amount of traffic was small and the characteristics of the transport airplanes didn't differ much. The fastest tansport may have been a DC-6 doing 240 kt against a DC-3 with 140 kt.

Nowadays speed ranges from 490 kt for jets to something like 1 60 kt for an SD-3.

Then suddenly, as if nobody could have foreseen this, air traffic changed in quite a few ways. In only a few years time economy boomed, jet transportation became commonly used and, perhaps because of these factors, both businessmen and holiday travellers discovered the aircraft in ever increasing quantities. Regular airline companies, partly because of their 24

structure, couldn't cope with certain areas of this newly developed demand.

Charter companies, especially designed to accomodate the holiday travellers, were established.

Pilots. because of the higher density of air traffic and because of the greater speed differences between aircraft. urged for better protection against other aircraft; a more stringent ATC environment.

Only. nobody fully realized the impact of this traffic boom on historically less busy parts of the world.

Countries offering holiday resorts were more than happy to accept the flow of tourists and the accompanying money but were not exactly eager to spend large amounts of money to accomodate this flow of traffic or. like in some countries. didn't have the expertise to quickly increase their airport and air traffic control capacity.

Not yet fully recovered from this. the aviation world faced a new challenge: high density traffic across the Atlantic Ocean. And what will come next?

Well. Ladies and Gentlemen. I'm not a so-called doom-thinker. I remain optimistic. but it must be clear to you that the key-word is capacity. Capacity along the airways. but most important to you. capacity at the airports.

Fuel Crisis What happened only a few years ago and may still happen in some areas of the world?

Aircraft operators wishing to fly to or through congested areas simply filed a flightplan and took off. Delay en route was to nobody's liking but was accepted as a fact to live with; delay often caused by the inability of airports to handle all the traffic. Palma de Mallorca was an example of this. an example that has been corrected by the way.

But aircraft holding en route also use up a lot of ATC capacity of which we already have so little. The way to increase this ATC capacity is long and

very. very expensive. To give you an idea, The Netherlands last year introduced a new ATC system. It took more than ten years to specify and build and cost several tens of millions of dollars.

But now they have a system that is capable of handling huge volumes of traffic. But still delay is encountered in the Amsterdam Flight Information Region; traffic delay inbound Amsterdam Schiphol Airport. not one of the smallest airports in Europe and certainly not the worst equipped. This delay however is the direct result of scheduled high traffic volumes during very short periods of time. Please note the word scheduled.

The fuel crisis came followed by tremendous increases in fuel prices.

Fuel conservation became a big topic.

No more just taking-off and as little as delay as possible en route. Operators now want to be sure they can reach their destinations undisturbed.

You can say that parts of the world are now faced with almost scheduled delays because aircraft operators all want to use the existing capacity at the same time. The delay is now absorbed on the ground while waiting for the allocated slottime. This in itself causes other problems: gates at departure airport won't come vacant for often long periods. The whole airport gate planning goes astray. Meanwhile, the amount of money spent by ATC to coordinate these flights on an ad hoe base, and the workload involved is tremendous.

• Time has come to start using our capacity more efficiently through better flight schedule coordination or. if we want to prevent this from happening. increase your capacity. No indication has yet been given as to which road should be followed precisely.

IFATCA feels it should be a combination of both. Where ATC systems, and with this I also mean airway structure, elimination of as much restricted airspace as possible, a capable ATC computer system, ATC radar system and not in the last place sufficient qualified air traffic controllers. are not compatible with systems Continues on page 32

Radiotelephony Cal/signs for Aircraft

The 38th Annual Conference of IFALPA Report by A. W F. Hendriks

The 58th Conference of I FALPA, originally intended to be held in Caracas Venezuela but diverted to Dublin because of withdrawal of financial support by the Venezuelan Government. was this year held from 15-20 April.

This year. IFATCA's Executive Board. in an atempt to reestablish close contacts with IFALPA's Board of Principal Officers. was represented by its Vice-President Technical. Lex Hendriks.

The assignment was threefold: attend as many of the working sessions of Committee D (technical) as possible; assess the principle of having Plenary Sessions in between Working Sessions; and. most important. make contact with the Principal Officers

Committee D The agenda for Committee D (chairman Capt. Christian Denke) consisted of over 20 items. categorized under 4 main headings: Rules of the air/ Air Traffic Control.

Communications.

Meteorology and Regional.

RAC/ ATC dealt. things with:

among

other

Longitudinal Separation Three existing policies were deleted since these are now covered by ICAO documents.

Minimum Navigation Performance Specifications Under 'Operational procedures/ Clearances which differ from the filed flightplan· the following policy was adopted: •If ATC issues a clearance or reclearance for a flight through MNPS airspace which differs from the filed flight plan. it is the responsibility of ATC to: ensure that any necessary consequential route changes which are applicable in non-MNPS airspace are coordinated and so notified to the pilot;

and it is the responsibility of the pilot to: reprogram his navigational equipment as far as possible; Check his forward estimate for MNPS airspace entry and. where necessary. notify ATC of any significant change; ensure that the revised route through MNPS airspace and its associated non-MNPS airspace routing are fully understood. If any doubt exists details should be confirmed with ATC.'

Visual Clearances At Conference a POL-STAT from 1975 was reviewed. which stated: 'The objective of the Federation is the complete elimination of VMC clearances to IFR flights. Pending such. the following policy applies: IFALPA pilots members should not initiate a request to fly any flight or any part of a flight (e.g. climb or descent) under a VMC clearance.'

After a lengthy discussion as to whether or not this should be deleted completely a new policy was drafted: 'The Federation maintains that ATC systems should evolve so as to progressively reduce the number of occasions where clearances to fly maintaining own separation while in VMC render an operational advantage· As far as visual approaches are concerned. IFALPA's policy is now: 'When so requested by the aircraft IFR flights may be cleared to execute visual approaches provided the pilot can maintain visual reference to significant geographical features and if the reported ceiling is not below the approved initial approach level for the aircraft so cleared; or if he reports at the initial approach level or at any time during the instrument approach and he has reasonable assurance that the landing can be accomplished; at night. has the aerodrome lights in sight.'

A paper was presented proposing the upgrading of the current Draft Policy to POL-STAT status. since the subject (alpha-numeric callsigns) was believed to be sufficiently mature.

A joint effort by Capt. Sansalone and our IFATCA representative to let the matter rest for the time being was successful. One will now await the trial at present being conducted in South Africa.

Other 'D' items included OFIS - FIR boundary times - ICA System of Vertical Separation.

Topics from other Committees were. among others (co )pilot training. single pilot operations technical requirements for 2-pilot operations. accident investigations.

MLS and Iongrange operation of twin-engine aircraft.

The system of having Plenary Sessions in between Working Sessions has certain advantages. Controversial items can be discussed in Plenary where the decision can be made to refer it to committee under certain guidelines. Under our own system. this would mean the loss of another year. Another advantage is the short time needed for Closing Plenary. since most papers have already been passed in other Plenary Sessions.

During Closing Plenary. where traditionally no speeches from observers are accepted. an exception was made for IFATCA's representative. He said: •On behalf of the President of IFATCA I would like to congratulate you on the successful completion of your 38th Annual Conference and express my deep appreciation for making me feel so welcome to this Conference.

•As some of you may know. IFATCA finished its own Annual Conference only 3 weeks ago and I'm very pleased to note the great similarity between many of the Policies adopted here and at our Conference.

'This has convinced me even more that a coordinated or even common approach by IFALPA and IFATCA to problems facing the aviation world would be ideal. We also however realize that the relationship between our two Federations has been less than optimal in recent years. for whatever reasons there may have been.

•And it is with this specific task that the Executive Board of IFATCA has sent me. as its Vice-President TechniContinues on page 32

25

Introducing IFATCA's Corporate Members

IKOSS GMBH is a software house as well as an engineering company.

The company's main business is the realization of basis and researchoriented data applications utilizing the latest data-processing techniques, thus providing profitable software applications for the market.

Based on this realization, IKOSS has entered into cooperative projects with private and official research-anddevelopment institutions. The result of these combined efforts are tested as to their marketing potential and are, whenever prospects are promising. offered on the market as standardized software products.

IKOSS is therefore able to offer its customers standardized softwaresystems based on the latest technology as well as engineering services.

Listed below are some fields in which IKOSS has developed particular expertise.

Software Engineering IKOSS interprets 'Software Engineering· as being the development of software systems with complete acceptance of responsibility for planning. development and installation.

Geometric Data Processing

Production. storage, processing and representation of geometryoriented data of technical objects to be produced for computer-aided manufacturing of production plans (drawings, work schedules. parts'lists, geometrical and technical calculations).

EDP-supported Maintenance Failure and damage analysis of components in industrial plants; control of spare parts; maintenance strategies derived from damage statistics.

Real Time Systems Consulting (design-and-requirement documents) for the realization of process computers, hard and soft-

26

ware specification, realization of depot administration and control systems (high-shelf warehouse system. order picking system. distribution center of goods), special working data acquisition. automation of large-scale photographic laboratories, communication technique (control of photocomposing machines). agency systems for newspapers and publishers. computer coupling.

Process Control Measuring. monitoring, controlling, regulating technical processes and technical plants (e.g. warehouse system control. test data processing for hospital laboratory equipment. automation of photo-laboratory systems).

Engineering Applications Another goal set by IKOSS is to apply the latest engineering know-how, combined with efficient computer technique. for the solution of technical problems. In the center of this endeavour IKOSS sees the engineering tasks to be solved with the help of the company-developed software packages.

Structural Analysis The IKOSS engineers are using software systems (ASKA, IST-TOPAS) for the computer-aided solving of complex structure problems. The systems are based on the Finite Element Method. ASKA is a universal concept used for calculation of design and development problems within all techni'cal fields. ASKA has a worldwide reputation as a standardized software system. Special mesh generators (e.g.

Femgen. Fenger) and graphic programs for result demonstration (Femview) are introduced in order to reduce costs and increase opera tor comfort.

Fluid-Flow Mechanics

Fluid-mechanic, pyrometric and chemical processes are described and solved numerically with the programsystem Phoenics ( Finite difference method).

(IKOSS) /KO Software Service GmbH

The essential applications are within the fields of • flow mechanics external aero-dynamics (e.g. flow around and through a vehicle body), flows in pipes • heat transfer cooling systems, steam generator. heat exchanger • combustion internal-combustion engine. chemical reaction in flows • mathematically analogous processes electrostatics. magnetohydrodynamics.

Simulation of Mechanisms (Disko) The program system Disko is used for computer-aided simulation and optimization of mechanisms 1n machines with controlled operation.

Disko is, i.e. successfully applied for the technique of cam driven linkages and is aimed at increasing the efficiency and reducing the noise level in tolerance analysis and peripheral computation.

Training Training courses and workshops are part of the !KOSS activities. The seminar participants are divided into small groups and familiarized with the IKOSS software systems and their application.

Integrated Hardware and Software Systems I KOSS incorporates its extensive user know-how and its vast hardware experience into turnkey systems; on customer's request the company will act as general contractor.

From a neutral position IKOSS is offering manufacturer-independent support in system configuration as well as in the preparation and execution of benchmark tests.

With its technical, standardized software packages IKOSS provides CAD-working places on mini computers including graphical peripherals.

The A320 the 150 Seater of the Future

The A320 will be a 'wide' single aisle twin allowing a variety of seating options: four-abreast ·super' first class. five-abreast domestic first class or international super business class and six-abreast economy class. In all cases the seats will be wider and more comfortable than those of any similar aircraft because of the extra wide fuselage.

In a typical mixed-class configuration the A320 will carry 14 7 passengers with 1 5 seats five abreast with 36 in pitch in business class and 132 six abreast with 32 in pitch in economy. Alternative layouts are 155 seats with 63 six abreast at 34 in pitch in business class and 92 at 39 in pitch in economy or 158 in a single class 3 2 in pitch configuration. In high density layouts. the A3 20 will accommodate up to 1 79 passengers.

The all-new A3 20 design meets both present and future passenger and freight requirements. The fuselage cross section is significantly wider than those of existing narrow-body aircraft: 155.5 in/3.95 m which is 7. 5 in/ 19 cm wider than the narrow bodies most widely used today. As a result wider - 62 in/ 1.575 m - triple seats of a new design can be fitted to provide more passenger comfort. Alternatively with standard 59.5 in/ 1.51 m triple seats. the aircraft has a 24 in/0.61 m-wide aisle. allowing the service trolley to pass a passenger and enabling faster turnrounds since boarding and leaving the aircraft can be done more quickly. Fiveabreast business class seating would provide a similar standard of comfort to that offered as first class on DC-9s and B 76 7s.

The wider aisle will mean quicker turnrounds: 25 minutes for main bases and 1 5 minutes for through stops. The 25-minute turnround compared to 30 minutes for standard single aisle aircraft can typically provide a five percent increase in utilization for a ten aircraft fleet averaging one hour flights. with consequent operating cost advantages.

The 1 .84 cu ft overhead stowage space per seat is greater than that available on similarly sized existing aircraft and provides unrivalled carry-on luggage space.

Improved seat design and positioning of the seat rails provides the same amount of usable space under the seats.

The double-bubble form fuselage cross section is 163 in/ 4. 14 m deep providing increased freight volume and working height as well as the ability to carry containers derived from the standard interline LD3 containers. As the base of these new containers is the same as that of the LD3. all existing wide body aircraft and ground handling equipment can accept them without modification allowing them to be

Airbus lndustrie A320

►

handled and interlined just like standard LD3s. Thus Airbus lndustrie's successful formula of interline cargo compatibility will be extended to another sector of the market.

Continued Technological Advance The A320 has an overall fuselage length of 120 ft 1 in/36.83 m and a span of 111 ft 3 in/33.91 m. The wing design continues the Airbus philosophy of small. highly loaded wings. offering high structural integrity with a considerable weight reduction compared to conventional designs.

The result is a highly efficient wing whose weight savings benefit the aircraft in all phases of flight. At lower altitudes the small area keeps drag to a minimum while

at higher altitudes the advanced design as evidenced on the A3 10 - gives a better load distribution resulting in cruise characteristics equivalent to those of a larger wing.

Featuring an even more advanced version of the one generation ahead Airbus flight deck. the A320 will be certificated for two-man crew operation and category 3b all-weather landings. Elevators. horizontal stabilizer. ailerons. roll spoilers. all trimming controls plus slats and flaps will be fly-by-wire.

There will be extensive use of carbon and Kevlar composites in primary structure and controls where sufficient damage tolerance is maintained. notably tailplane and fin. as well as in secondary structure and controls.

A320 Fact Sheet Wing span overall Length overall Height overall Fuselage diameter Cabin width Maximum takeoff weight Maximum landing weight Maximum zero fuel weight Maximum fuel capacity

Operating weight empty Maximum structural payload Seating. all economy 32 in pitch First class layout Economy layout Passenger and baggage payload Cargo payload Hold capacity forward Hold capacity aft Hold capacity total Container capacity Range ( 1 58 passengers) First delivery

111 ft 3 in/33.g1 m 120 ft 10 in/36.83 m 38ft8in/11.79m 155.5 in/3.95 m 146 in/3.72 m 64.000 kg/ 141. 100 lb 59.500 kg/131.175 lb 55.800 kg/ 1 23.020 lb 15.9061 12.720kg 4.202 USg 28.034 lb 36.527 kg/80.527 lb 19.273 kg/42.493 lb 158 4abreast. 28.5 in/72.39 6 abreast. 20.6 in/52.32 14.333 kg/31.600 lb 4.940 kg/ 10.893 lb 14.07 m 3 /497 ft 3 24.30 m 3 /858 ft 3 38.37 m 3 / 1 .355 ft 3 7 LD3 base containers 1 .800 NM/ 3.340 km early 1988

cm seat width cm seat width

27

NCA and SAM Regional Meeting

by A. W. F. Hendriks

A joint Regional Meeting NCA and SAM was held in Mexico City. January 24-26. 1983. Although the intention was to include the CAR-Region in this meeting. communication problems prevented this from happening.

Member Associations from the following countries were present: from the NCA-Region: Canada.

Costa Rica. Honduras. Mexico and Nicaragua. from the SAM-Region: Peru and Venezuela.

Further attendance showed associations from Honduras (a second association). Panama and El Salvador. the last two showing active interest for affiliation with IFATCA. plus representation from the Mexican Pilot association.

The Executive Board was represented by President Harri H. Henschler and Vice-President technical Alex W.F. Hendriks.

After introductary speeches by Mr. Carlos Olmos Mendoza (RVP NCA). and President Henschler. the Meeting was formally opened by Sr. Ing. Carlos Moran Moguel. the Director General of Aeronautica Civil.

After the start of the Working Sessions. Carlos Olmos was elected Chairman. while Mr. Morales (Venezuela) was elected Secretary.

After the elections a one minute silence was held in memorial of Ted Bradshaw.

The agenda consisted of items such as:

Reports of RVPs. Participation of MAs in IFATCA. Regional Organization.

Technical Problems within the Federation Training.

English Language.

Professional problems within the Federation.

Acceptance of ILO Conclusions of Experts on ATC. IATA Resolution 200.

Update on Brazil.

Reports of RVPs

Mr. Mario Salazar(RVP SAM) gave a brief rundown on his visits to countries in his Region and subsequently read his extensive Annual Report. An extract of this was presented in English at the 1983 Conference.

A message from Brazil was received reporting the possible establishment of a new association based in Rio. Controllers from Brasilia (the capital) are in agreement with this move since it will cut down many formalities now encountered. The new association asked for ways to (re)affiliate in IFATCA. Mr Carlos Olmos (RVP NCA) reported on his region. Emphasis was placed on international economic problems. which affect this region in particular. The recession is far worse than anyone would believe at first sight. Controllers are doing their utmost to continue offering good ser-

vices to the airlines. Often. however. controllers simply cannot afford to be controllers any longer and are forced to move to other professions where salaries are better.

CATCA's President. Bill Robertson offered to provide the Meeting with further information on the US-situation. A new association has been formed. called USATCO. with basically the same Executive as PATCO. At the moment USATCO has some 2 500 members. most of them former controllers. Active controllers would be allowed to join but the FAA has warned them they would be fired if doing so. Rehirement of controllers will depend on the outcome of appeal cases.

Canada expressed concern that the Canadian government will completely abolish the bargaining rights of the unions. including CATCA's.

The remainder of the Meeting can best be summarized with two questions that were raised: Should the Latin American associations form a separate block within IFATCA since their problems are closely related (language. training. politics)? Basic in the discussion was the language problem. A great majority of Latin American controllers don't speak English and are. as a result. less familiar with the operations of IFATCA. Agreement was reached to translate the Manual.

Circulars and (if possible) Conference Working Papers. Further agreement was reached that ALL controllers should be taught English. but for this training programs should be set up.

What can IFATCA do to provide better training in Latin America?

In Nicaragua the government is placing more emphasis on pilottraining than on controller-training.

Peru has an ACC in use since 1 9 7 3 but still has no properly qualified instructors.

Costa Rica on the other hand has instructors but no equipment that Continues on page 32

28

General Aviation Safety Panel Reports

Under the chairmanship of John W. Olcott. Editor and Associate Publisher of •Business and Commercial Aviation· magazine. a panel of 13 representatives from the aviation community met several times since last year to consider ways by which the FAA could increase its positive influence on general aviation safety. The panel's efforts were in response to FAA Administrator Helms· challenge to the aviation community to take a more active role in issues concerning the FAA and the agency's response to aviation problems.

The panel concentrated on four areas: Weather. Training. Crash Worthiness. and Dissemination of Safety Information. Weather is a cause or factor in about 40 percent of fatal accidents within general aviation. with low ceilings and •pilot continued VFR flight into adverse weather conditions· cited most frequently as causal factors. Analyzing NTSB data. 60 percent of the fatal accidents occurred where the pilot continued VFR into adverse weather where ceilings were 1000 ft or less.

The panel said that the failure or inability to follow IFR procedures in the presence of adverse weather was present in 95 percent of the fatal accidents. Further. although only 5 to 10 percent of VFR flying by general aviation pilots occurs at night. over 50 percent of the accidents occurred at night. The panel concluded that pilots should be encouraged to avoid marginal VFR conditions (ceilings 1000 ft or below and visibility 3 miles or less). and pilots should also be encouraged to obtain an instrument rating and use it whenever marginal VFR or lower conditions exist. The panel recommended that for fixed-wing aircraft 'the weather minima for all airspace. controlled or uncontrolled. at night be standardized at the requirements for ceiling. visibility. and distance from clouds that presently exist for controlled airspace.' The rules for special VFR would remain unchanged. Also. a recommendation was made for the FAA to •accelerate the dissemination of weather information. particularly real-time weather

data. to pilots for preflight planning and en route decision-making.'

In addressing the issue of training. the panel said the available evidence presents a very strong case in favor of recurrent training on a regular basis.

The Biennial Flight Review (BFR} actually is more a checkride than recurrent training. and the available evidence strongly favors training as opposed to testing. Comparing the relationship between the accident record of various segments of the aviation community and recurrent training showed that the pilot who flies principally for pleasure has the highest rate of fatal accidents per 100.000 flight hours; and recurrent training is an infrequent event for this group of pilots. Most rely only on the BFR to refresh their skills. The panel recommended 'that FAA endorse a program of yearly recurrent training.' and proposed 'two hours of dual instruction to all pilots. regardless of total flight experience or yearly flying time; and would replace the requirement for a BFR. • An alternate recommendation offered by the AOPA panel member. and supported by EAA and the AOPA Safety Foundation. would allow the two hours of training each year to substitute for a BFR. The panel also recommended that the FAA develop long range programs for elevating the teaching skills and accountability of certified flight instructors and suggested a program for holding CFls more accountable for the success or failure of their students.

This would include a means for identifying CFls who had given training to pilots involved in an accident.

In regard to ·crashworthiness.' the panel concluded that the time had come for a strong management effort on the part of FAA to join with industry for the purpose of collecting and disseminating available data on crashworthiness and to define whatever additional research and data collection are needed to produce effective design criteria for improved crash survivability. Among the recommendations offered by the panel were that all Part 23 aircraft should have shoulder harnesses installed and the

creation of a joint FAA/ NASA office for the purpose of accelerating the generation of design data that can be used by general aviation manufacturers to improve crash survivability.

As to dissemination of safety data. the panel said that it is in the best interests of everyone involved in general aviation to promote safe operating practices. including the effective flow of information that affects safety. In spite of the infrastructure within the aviation community that exists for feedback and transmission of safety data. the panel (which was constituted to represent the major elements of the feedback system) perceives a need for a forum for facilitating the dissemination of safety data; particularly data related to the operational characteristics of aircraft. The creation and functioning of such a forum. however. lies outside the FAA. and the panel suggested a meeting of interested parties under the umbrella of the current General Aviation Safety Panel to explore the issue. The panel recommended that the FAA accelerate its efforts to inform the aviation community of the advantage of participating in the Aviation Safety Reporting System (ASRS} and the Service Difficulty and Reporting System (SDRS}.

They also recommended an additional meeting of the panel with key representatives of the aviation insurance underwriters and suppliers of general aviation products to discuss the issue of the transfer of relevant safety data on a timely basis.

In addition to Chairman John W. Olcott. members of the General Aviation Safety Panel included: James N. Baker. Pres.. Baker Flying Service Max E. Bleck. Pres. & CEO. Piper Aircraft Corporation John V. Brennan. Pres. & COO. U.S Aviation Underwriters. Inc. Richard L. Collins. Editor. 'Flying· magazine John H. Enders. Pres.. Flight Safety Foundation. Inc. Donald E. Francke. Air Traffic Control Association. Inc. John J. Sheehan. Planning Officer.

Technical Policy & Plans. AOPA Preston Parish. Vice Chairman. The Upjohn Company. (Chairman. NBAA Safety & Awards Committee) Paul Poberezny. Pres.. Experimental Aircraft Association. Inc. Archie Trammell. Exec. V.P .. AOPA Air Safety Foundation A.L. Ueltschi. Pres. & Chairman.

Flight Safety International. Inc. Dr. Richard McFarland. Avionics Engineering Center. Ohio Univ.

- from A TCA Bulletin 29

subscriptions for the next time period were discussed, some of these in closed sessions exluding by this procedure all observers. Cooperation with

by B. Grezet. Treasurer IFATCA IFATCA will probably be most helpful on a study to be made concerning the incorporation of ATC services in a CATCA's biennial Convention. held Crown Corporation. or private enterin Ottawa May 24th-27th. 1983 was prise. A report on this matter is to be attended by almost 100 voting del- made to the next Convention, which egates. the CATCA National Execu- will be held in Gander (no doubt there tive. Regional Directors. observers will be much ·screeching,' which is from USSR (CAWU). Australia. as well the 'national' drink of Newfoundland, as IFATCA's President. CATCA's Pre- at that time.) sident's welcome to the delegates Awards were given during the was followed by explanations on the President's Luncheon: Award of honrevised proportional voting pro- or to R.D. ScottandW/OA Collins of cedures. and acceptance of the vari- Ottawa for the high professionalism ous officers· and Standing Com- shown when assuming control of an mittees· reports. The Secretary- aircraft with non-functioning altimeter Treasurer. E. Staples. then read the until its landing; award of merit to J.M. roll call of the delegates. asked for ap- Livingston. past CATCA President. for pointment of the auditors and for the outstanding services to the associsetting of their remuneration for the ation on various matters. coming year.

There was, on the last day. no real Deliberations started right after this competition for the elections of the standard agenda item on this Tuesday National Executive. Mr. J.C. Butt afternoon with by-law amendments. being elected as president. R.A. MarDirected by a very efficacious Chair- chand as Vice-President Administraman. assisted by a very helpful legal tion. and R.W. Randall as Vice-Presicounsel, the assembly only accepted dent Technical, Mr. J.C. Butt and Mr. minor by-law changes. The policies R.W. Randall had been elected by acwere the main topic of discussions. clamation, the other candidate for most of the proposals dealing with Vice-President Technical withdrawing finances on a cost saving basis. (One before the Convention. third of the total CATCA's budget is for It is my feeling in conclusion that salaries, 10 percent is allocated to the opportunity should be given to the branches as rebates. and another everybody to attend such a Conven10 percent is being used for legal tion. it gives the observers an insight purposes.) Convention organization. into CATCA procedures and operexecutive· s meetings, branch rebates. ations and a better understanding unit visits. collective bargaining. what input CATCAcan have in IFATCA retirement benefits and the setting of for the benefit of all controllers.

The CATCA Convention May 1983

Obituary

IFATCA sincerely regrets to report the very untimely death, early August. of a great friend of Controllers, that of Mr. Richard Weston.

Richard will always be remembered for his dedication to aviation safety.

His concern for the ATC profession and the legal status of the controller are well known and appreciated.

Richard's ideals will continue to be with us.

We extend our deepest and most sincere sympathy to his wife Helen and his family.

Morocco More details have become available on SNAM-Progetti's contract for the new Agadir airport. The Milanbased consultancy branch of the ENI group will be responsible for detailed planning and construction supervision. The airport will have a single runway capable of handling 874 7s and a terminal for 3 million passengers per year. Together with all infrastructure developments required, the new airport is expected to cost more than $100 million.

New Prize for Man-Powered Aircraft

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(From left to right) B. Grezet, J. Butt and H. H. Henschler.

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Mr. Henry Kremer who has provided a number of substantial cash prizes in the past to encourage the development of man-powered aircraft, culminating in the spectacular crossing of the English Channel in June 1979 by the Gossamer Albatross pedalled

by Bryan Allen, is to provide a new prize for a speed competition .

This competition will be administered by the Royal Aeronautical Society. Mr. Kremer presented a cheque for the prize to the Society at its London headquarters at a special press briefing on 26th April.

Book Review Biplanes

by Michael F. Jerram

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This eye-widening volume recalls all the glories - the Spads and Fokkers and Scouts. Experimental of the Great War: the Flying Barrels. Moths and Dragons. and the contender for 'the most beautiful biplane in the world' (the Super Fury). of 'tween-war years: right up to those still in production today: the Schweizer AgCat and the build-it-yourself Whing Ding.

The whole story is set out and devel-

aped with textbook accuracy tempered with nostalgia. A Portfolio of Biplanes to conclude: with gems like the Farman Goliath. the Vickers Vimy. and the one you could get in your garage. Sitt' s Sky Baby (with a 7' 2" wingspan!).

Book size: 12"x9¼".

192 p.: 40 illustrations in color; 150 in black-andwhite.

Published by Michael Joseph at £9.95

Lockheed Aircraft since 1913

readers will recall. arose in the mid-seventies when French speaking controllers and pilots used French and English as the official aviation languages.

The book provides information on the opinions held by the opposing parties during the conflict.

In their sales promotion publicity the publishers quote personalities· comments. Jim Livingston. former President of the Canadian Association is quoted as saying: •Deserving of the highest praise . this book will help the public to better understand the rather traumatic events of the summer of • 76.'

The book is published by McGillOueen· s University Press in a small cloth edition mainly for the library market and a quality paperback which differs only in the binding. Price. $30.00 for cloth and $12.95 for paper.

Concorde

All the aircraft ever built by Lockheed. from the first float plane to some still under security wraps!

It sounds a tall order. but Rene J. Francillon. author of "McDonnell Douglas Aircraft since 1920'. has pulled it off. His book traces development from the original Laughead brothers. through successive companies. up to the reorganization of the present Lockheed corporation in 1977.

The main section. however (the details true buffs will drool over) gives descriptions of all the aircraft designed and built: from the first Laughead Model G up to the high performance machines of today. De-

sign. development and service histories of no less than 53 types in great detail .

The single-engine transports - the Vega. Air Express and Orion: the Electra and Super Electra and Lodestar: the Constellation family: the propellor-turbine Electra and the Tristar.

The Lockheed military family: the P-38. the Neptune. Starfire. Starfighter. Galaxy.

Hercules and Viking. And. as far as security allows. the U-2 series and the almost unbelievable SR-71 .

Appendices on Selected Projects. Production Details and Constructor's Numbers.

Published by Putnam at £20.00

The Language of the Skies:

by Sandford F. Borins The Bilingual Air Traffic Control Conflict in Canada This book is one of a series of books sponsored by the Institute of Public Administration of Canada as part of its constitutional commitment to encourage research on contemporary issues in Canadian public administration and public policy.

The author was born in Toronto and educated at Harvard University. He has

been a consultant for many government agencies in Canada and he is now associate Professor of Business and Public Policy in the Faculty of Administrative Studies at York University.

Professor Borins in his book chronicles one of the most bitter crises in FrenchEnglish relations in Canada particularly in the ATC. The conflict. 'The Controller·

by Kenneth Owen

Told largely in the words of the designers and engineers. the pilots and managers involved. this book is an exciting attempt to explain the technoloy of the world's most beautiful aeroplane. For the first time in the whole twenty-year. twonation project it reveals the true technical challenge: shows what was planned and what happened. what the •development' of an advanced aeroplane really means. and the implications of supersonics.

It's no superficial account of Concorde's genesis and production: rather the fascinating feeling of what it was like to participate in this great adventure.

Book size: 9¼ "X 6". 240 p .. 50 illustrations. Published by Jane's at £ 10.00 31

Capacity

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in surrounding countries. or where airport facilities don't meet demand. priority should be given to upgrade these.

But even in areas where highly sophisticated ATC systems and good airport facilities exist saturation can occur. Th.en aircraft operators should be forced to review their schedules.

From the passengers· point of view it would be much better to know you have a two or even three hours stopover between two different flights. time that can be used to visit tax-free shops or mail a postcard. than to have a scheduled stopover of half an hour. half an hour that is taken up by traffic delay and followed by a subsequent missed connection.

To summarize my speech. Ladies and Gentlemen: 1. Air Traffic Control systems should be compatible with neighbouring systems and have good capacity: 2. Airports should have sufficient capacity for a little more than average traffic demand. Even if you have a modern and high capacity ATC system. if this system has to feed large amounts of traffic into outdated airports you would still have traffic delays: 3. If there is sufficient capacity in both for normal operations then peak traffic congestion should be avoided through airline flight schedule coordination.

Only then will we prevent totally congested airports and airways. only then will we make optimum use of the facilities we have for reasonable prices.

IFALPA

cal. to your Conference: to offer you friendship and if needed support.

'JFATCA strongly believes that a united approach could bring early and expeditious solutions to our problems.

IFALPA is a strong Federation. IFATCA is equally strong. also representing 63 countries at present.

'Together. as the two parties that use the airspace. we can be the very strong voice of the professionals, both pilots and controllers. that must and will be heard.

'Mister President. Principal Officers. consider this as an open offer from our Federation. on which we hope to receive an early answer.

'However. it can only be successful when there is no distrust from either side. only when we accept and respect each other's position. ·Mister President. I hope I may use this opportunity to thank Capt. PhiIipo Sansalone. who was so rightfully honored with an award last night. and Mr. Vic King; two persons with whom IFATCA has maintained such an extremely good relationship. ·we· re sorry to see them go and we hope their successors Capt. Christian Denke and Capt. Terry Payne will continue this special tie with IFATCA. Final agenda item. the elections. brought the following results: Captain R.F. Tweedy President Dep. Pres.

Captain J. LeRoy PrVP Adm. & Fin. Captain 0. Lagerhus PrVPGen. Aff. Captain B. D'Alba PrVP Memb. & Reg. Captain A. Palma PrVP Repr.

Captain R. Smith

--~ THIRD 81-ENNIAL CONVENTION

"CONVENTION 84" 4-10 NOVEMBER 1984 SURFERS PARADISE GOLD COAST, AUSTRALIA The Civil Air Operations Officers· Association of Australia (CAOOAA} will hold its third Biennial Convention from Sunday. November 4 until Saturday, November 10. 1984. at the Chevron Paradise Hotel. Surfers· Paradise. Queensland.

CAOOAA. the Australian ATC Association. a professional and industrial organization representing also the interests of air safety inspectors and flying operations officers within the Department of Aviation. would like to 32

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NCA

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can be used for training purposes.

New radar is installed but since no training is available this radar isn't used.

Panama now has its own training center but trains only VFR-controllers. The FAA is now assisting with an 8-month course for VFR / I FR controllers.

In Honduras anyone with at least high school can become a VFRcontroller after one month of training. Honduras is requesting help from SC IV to set up a training program.

Venezuela has a good training facility under supervision of the FAA. Venezuela offered Honduras 3 scholarships.

El Salvador has 3 ATS-units (one government owned. two private}.

Training is partly done in Argentina.

IFATCA was asked to provide instructors for El Salvador and to help to unify both groups of controllers.

Canada stressed that MAs should encourage their authorities to contact the Canadian Government in order to try to obtain scholarships. which are negotiable.

So far the Working Sessions.

Throughout the meeting the Mexican Authorities showed great interest in the progress of the Meeting.

The organization of this Fifth Regional Meeting by the Mexican Association and RVPs was excellent.

The best description of the Meeting can be given as follows: 'Very interesting discussions and great hospitality.·

extend an invitation to all readers of 'The Controller· to come to Surfers' Paradise in 1984.

The Third Biennial Convention will have the theme 'Economy In Aviation· and a number of distinguished speakers from Australian and international aviation organizations have been invited to address the Convention. In addition. working sessions will be encouraged to exchange ideas between pilots. controllers and management at all levels. A trade exhibition and input from equipment manufacturers has also been invited and a full social program will be provided for both evening entertainment and during the daytime for nonparticipating guests.

In conjunction with Trans-Australia Airlines. QANTAS. and the Queensland Tourist Bureau. discounted air fares will be available to. from and within Australia. Package holidays and tours can be arranged for any delegate who wishes to combine attendance with a holiday. A unique opportunity to see the fabulous Great Barrier Reef. or Inland Australia. the unbelievably vast ·Bush.· Alice Springs.

Ayers Rock. cattle stations as big as some European countries. one of the last great unpopulated areas of the globe.

For registration forms or any information concerning the Convention. contact: The Secretary, Convention '84. P.O. Box 512. Hamilton Central. OLD 4007. Australia.

Corporate Members of IFATCA AEG-Telefunken, Ulm, West Germany Allcorn Data, Ltd., Nepean, Canada AMECON Division. Litton Systems Inc .. Maryland, USA AN SA Advisory Group Air Navigation. West Germany Cardion Electronics. Woodbury, USA Cossor Radar & Electronics Ltd., Harlow. UK Dictaphone Corporation. New York, USA Eaton Corporation. AIL Division, Deer Park, USA Ericsson AB, SRA Communications. Stockholm, Sweden Ferranti Limited. Bracknell, UK Goodwood Data, Systems Ltd., Carleton Place, Canada IKO Software Service. Stuttgart. West Germany Jeppesen & Co. GmbH, Frankfurt. West Germany Lockheed Aircraft Service Company, Ontario, USA Marconi Radar System. Chelmsford, England M.B.L.E., Brussels, Belgium The Mitre Corporation, McLean, USA N.V. Hollandse Signaalapparaten, Hengelo, Netherlands N .V. Philips Gloeilampenfabrieken. Eindhoven. Netherlands Philips Telecommunicatie lndustrie B.V., Hilversum, Netherlands Plessey Company Ltd .. Waterloo, Canada Racal Decca Systems Ltd., London, England Racal Recorders Ltd., Southampton. England Raytheon Canada Ltd., Waterloo, Canada Rediffusion Simulation Inc., Arlington, USA SandersAssociates, Inc .. Nashua. USA Schmid Telecommunication, Zurich. Switzerland Selenia lndustrie Elettroniche, Rome. Italy SEL-Standard Elektrik Lorenz. Stuttgart 70, Germany Societe d' Etude et d' Entreprises electriques. France Sofreavia, Paris, France Software Sciences Ltd., Farnborough, England Sperry Univac. Sulzbach. West Germany TERMA ElektronikAS, Lystrup. Denmark Thomson, CSF, Paris. France Ulmer Aeronautique. Clichy, France VWK- Ryborsch GmbH, Obertshausen. West Germany Westinghouse Electric Corp .. Maryland, 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.

Air Traffic Control SELENIA

Experience is the key word in the design of Air Traffic Control Systems.

Since the introduction of the first Air Traffic Control radars in 1960,Selenia has dedicated major resources to the design and development of KrC systems.Important breakthroughs, including truly site and environ-

ment adaptive radars and the concept of extended distributed intelligence, have gained Selenia a position as one of the leading companies in Air Traffic Control Systems. A fact supported by the sales of more than 300 channels of radars and more than 50 SATCAS ATC Systems to 27 different countries.

Selenia is experience in air traffic control systems

INDUSTRIEELETTRONICHEASSOCIATE$.p.A.

CIVIL RADAR AND SYSTEMS DIVISION Via Tiburtina Km 12,400,00131ROME,ITALY Tulex 613690SELROMI, Phone 06-4360!

Selema RE. Pubbhcit~ '83