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In this Issuel

Digital ATC SimulatorsController in Future ATC System

IFALPA's View on ATS

lATA Policy on ATS

Corson Committee Report ,''' '"'h

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F R A N K F U R T A M M A I N

Pity the Air Traffic Controllerwhen they come in like this

An exaggerated picture perhaps but notfor long. Air Traffic is increasing so fastthat the controller's job needs an entirelynew appraisal. And one of the thingswe've got to look at is the method oftraining controllers. Is it adequate tomeet the demands o f the Seven t ies?T h e fl e x i b i l i t y o f t h e F e r r a n t i R a d a rSimulator provides the answer—now andfor the future. It gives the trainee cont ro l l e r p rac t i ce i n A i r Tra ffic Con t ro lu n d e r c o n d i t i o n s s o r e a l i s t i c t h a t w h e nhe takes over control of real aircraf t he' l ln o t o n l y b e f u l l y t r a i n e d b u t c o n fid e n t t o o .

Digital techniques readily permit modifications to accommodate changes in awide range of parameters, includingaircraft type and speed, radar and geographical data. Raw radar or fullysynthetic output can he provided to driveany type of display. The system cant h e r e f o r e s i m u l a t e n e w a i r c r a f t a n dprocedural techniques not even envisaged at this stage.Ferranti have the capability and experience to design and develop a systemto suit any individual requirements. Ifyou have an ATC training or evaluationproblem talk to Ferranti.

F E R E ^ A N T IATC training systemsF e r r a n t i L i m i t e d , d / - i o i d aDigital Systems Department, Bracknell, Berkshire, England. RGl-dlKA

D S 2 1 / 2

I F A T C A J O U R N A L O F A I R T R A F F I C C O N T R O L

T H E C O N T R O L L E RFrankfurt am Main, April/June 1970 Volume 9 • No. 2

P u b l i s h e r : I n t e r n a t i o n a l F e d e r a t i o n o f A i r T r a f fi c C o n -trcl lers' Associat ions, S. C. I I ; 6 Frankfurt am MainN.O. 14, Bornheimer Landwehr 57a.

Officers of IFATCA: M. Cerf, President; J. R. Campbell,First Vice President; G. Atterholm, Second Vice President; G. W. Monk, Executive Secretory; H. Guddat,Honorary Secretary; B. Ruthy, Treasurer; W. H. End-lich. Editor,

Editor: Walter H. Endlich,3, rue Roosendael,Bruxelles-Forest, BelgiqueTelephone: 456248

Publishing Company, Production and Advertising SalesOffice; Verlag W. Kramer & Co., 6 Frankfurt am MainN014, Bornheimer Landwehr 57a, Phone 434325,492169,Frankfurter Bank, No. 3-03333-9. Rote Card Nr. 2.

Printed by; W.Kramer&Co., 6 Frankfurt am Main NO 14,Bornheimer Landwehr 57a.

Subscription Rate: DM 8,— per annum (in Germany).

Contributors ore expressing their personal points of viewand opinions, which must not necessarily coincide witht h o s e o f t h e I n t e r n a t i o n a l F e d e r a t i o n o f A i r Tr a f fi cControllers* Associations (IFATCA).

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

Contributions ore welcome as are comments and criticism. No payment can be made for manuscripts submittedfor publication in "The Controller*. The Editor reservesthe right to make any editorial changes in manuscripts,which he believes will improve the material withoutaltering the intended meaning.

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

Advertisers in this Issue: ELLIOTT Space and WeaponAutomation Limited (Back Cover); Ferranti Limited (Inside cover); Selenio S.p.A. (Inside back cover).

Picture Credit: IFATCA 70 (24); Ferranti Limited (4);Friedrich Krupp (25); AEG Telefunken (16, 17, 18).

C O N T E N T S

T h e S c h i p h o l A T C S i m u l a t o r 2R . N . H a r r i s o n

The Air Traffic Controller in the Future Air Traffic System .... 5G . A t t e r h o l m

N e w L o d g e o f t h e U . K . G u i l d f o r m e d 7

The Development of IFALPA's Views on Air Traffic Services . . 8Captain W. Masland

N e w s f r o m I C A O 1 2

lATA Policy on the Future Development of ATSD r . K . E . K a r w a r t h

ATC Training Simulator for the German Air TrafficControl School, Munich

W . S c h m i d t

Corson Committee ReportC l e a r A i r T u r b u l e n c e I n f o r m a t i o n f o r P i l o t s a n d C o n t r o l l e r s

Passenger Containers to expedite Aircraft Ground HandlingCorporation Members

IFATCA Addresses

The Schiphol ATC SimulatorBy R. N. Harrison*

In August this year installation work is due to begin onthe Ferranti digital ATC simulator for the NetherlandsDepartment of Civil Aviation at Schiphol Airport, Amsterdam. When the 1970 peak summer traffic is over, the simulator will go into full operation for training, and later forevaluation studies in respect of new operational procedures. Plans for the first four years of operation cover thetraining of twenty five approach controllers and seventyfive a rea con t ro l l e rs .

The simulator has a playing area of 240 nm by 240 nmto cover the Amsterdam FIR, it includes two primary andtwo secondary radars, and can handle up to thirty aircrafttracks simultaneously. Additional aircraft are held onpunched paper tape awaiting entry into the system at thea p p r o p r i a t e t i m e .

Provision is made in the computer system for the automatic preparation of flight progress strips. The strips areprinted on page printers with guillotine attachments similarto those already in use at Schiphol as part of the SATCOsystem. Separate printers are provided for blue and yellowstrips. The information for the flight progress strips is derived from the flight plan data fed to the computer. Preparation of the strips takes place before the start of thes imu la t ion exerc ise .

During the exercise aircraft are controlled from fourAircraft Control Positions, each capable of handling up tofifteen aircraft. These ACPs, also known as blip drivers'consoles, are equipped with a keyboard, electronic datadisplay, and simulated RT facilities. The FDD has a rectangular face tube approximately 30 cm by 23 cm capableof displaying alpha-numeric characters and symbols. Theinformation displayed on it falls into six categories:

A i r c r a f t D a t a ,Computer Message,Amendment,Input Message,Answer Message,E x e r c i s e T i m e .

The different categories of information each have theirown place on the display. Aircraft data is written in theupper left-hand quarter and computer messages in theupper right-hand quarter. The other sections are arrangedto run horizontally across the screen, one above the otherin the lower half.

Except for new information in the computer messagesection or an outstanding answer message, all data shownon the EDD relates to the aircraft selected by means of anaircraft key on the keyboard. This means that effectivelyeach pilot is dealing with only one aircraft at a time, anddoes not have to retain in his memory and informationabout the other aircraft allocated to him. He can rely onthe computer to cue him when positional or other information is to be passed to the controller.

Ferranti Limited, Bracknell, England.

The blip driver's keyboard accommodates four differentgroups of keys. These are:

Aircraft identity.Alphabetical and numerical.Funct ion,E x e c u t i v e .

During the course of an exercise each aircraft identitykey may be allocated to a succession of aircraft. To allowfor easy change of identification, the association betweenthe aircraft key and the callsign at any particular time isshown by means of a magnetic plaque located alongsidethe key. Initial association is done by the computer whichlights up an aircraft identity key at the time an aircraft isdue to enter the exercise. When the illuminated key is depressed details of the aircraft — including its callsign ■—are shown in the aircraft data section of the EDD. Themagnetic plaque bearing the aircraft callsign can then bepositioned alongside the key.

Procedure for association is similar when an aircraft ishanded over to another ACP, and there is also provisionfor a blip driver to take control of an aircraft when its starttime in the exercise has not been specified.

The simulator allows the blip driver a choice of almostseventy messages in respect of any one of the aircraft heis handling. Some of these are instructions, some are requests for information, but wherever appropriate theyequate to words spoken by the controller. The sequencefollowed by the blip driver is to depress the aircraft identitykey followed by the function key and such alpha-numerickeys as are required. The message appears in the inputmessage section of his EDD, and if he is satisfied with thecontent (i. e. he has made no mistake) he does one of twothings:

a) In the case of an instruction he acknowledges (or readsback) the message to the controller then presses theexecute key.

b) He presses the execute key immediately, then reads backthe answer from the answer message section of theE D D .

Checking of messages is not confined to the "pilot", and thevalidity check by the computer may cover as many as nineitems in respect of a single message.

Such validity checks are additional to the sequence ofevents set in train by the initiation of an instruction Theprocesses are not dissimilar, but instead of seeking reasonsfor not carrying it out the computer now concerns itself withassembling precise data on each aspect of the manoeuvreThe data may be in terms of the performance characteristics of the airrcaft type or the path to be followed for astandard instrument departure, and by its completeness itmakes possible a degree of realism not previously attainab le .

More than one ACP can be associated with a single RTchannel if the format of the exercise requires it, and in thiscase the computer automatically allocates aircraft between

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blip drivers on the same frequency in order to keep theirworkload in balance. Normally, however, each ACP has itsown frequency, and in an exercise with four sectors onaircraft may be handled by four blip drivers in turn. Alternatively each blip driver position can be used for a separate exercise associated with a particular radar display.The only proviso in the case of Schiphol is that, as there aretwo area radar displays and two approach radar displays,the allocation of exercises must be such that two are withan approach radar and two with on area radar. Provisionis made for keeping the video channels completely separatefor each exercise so that no control ler sees aircraf t f romanother exercise. Furthermore, one or more exercises canbe frozen independantly without stopping or affecting ther e m a i n d e r .

For both area and approach radars the simulator provides co-located SSR facilities with passive SSR decodingat each controller position. Combinations of slashes andb loomers a re used to i nd ica te co inc idence o f mode , coincidence of mode and code, SPI, and occupation of aspecified altitude layer. Different spacings of slashes forarea and approach radars compensate for the differencesin operating range.

CRDF fac i l i t i e s a re a l so ava i l ab l e w i t h s imu l t aneousstrobes from each of two DF stations on each of the Areavideo channels, and single strobes from a common DFstation on each of the Approach video channels. It is thuspossible, even when four exercises are in progress simultaneously, to provide identification in the form of a fix asfar as area radar is concerned, and an indication of bearing in respect of the approach radar.

Considerable use of integrated circuits for the computerlogic makes it possible to accommodate the complete simulator in a four-boy rack. (This does not, of course, includeradar display backup.) Allocation of equipment to the fourbays is as follows:Bay 1 Equipment power supplies.Bay 2 Central processor, computer interrupt equipment,

c o r e s t o r e .

Bay 3 Primary and secondary echo generation; DFstrobes.

Boy 4 Peripheral control for ACPs; control and driveu n i t s f o r E D D s .

The computer itself is a Ferranti FM1600B, only seveninches high and less than the widht of a bay wide. It uses6-layer printed circuit panels plugging into a 12-layer printed circuit backboard. The computer memory consists of a24 K core store built up in 4 K modules. No disc or drumbacking store is required.

The use of this sort of simulator does not require theestablishment of a specialist staff of programmers. Datafor an exercise is specified on pre-exercise forms. For theSchiphol simulator there are twelve of these — eleven forfixed data and one for flight plans. The fixed-data formscover such things as primary and secondary radar performance, the number of reporting points together with the waythey are defined and used, ILS data, aircraft characteristics.Wind velocities are treated as fixed data but are associated with flight plan information as far as computer entryis concerned.

When the forms have been completed they are transcribed on to a punched tape using a teletypewriter andthen fed into the computer. In the pre-exercise mode, thefunction of the computer program is to check and process

data from the manually-punched tapes, and to query anypoints which fall outside the basic parameters laid down.An ILS glidepath of 5° would be challenged because theo u t s i d e l i m i t s l a i d d o w n o r e 1 ° t o 4 ° .

Following the satisfactory production of the manually-punched tapes, the computer produces a series of binarytapes to correspond to them. The correspondence is notexact because there is significant re-arrangement of information. The binary tapes are physically very much shorterthan the non-binary tapes, and for convenience they arespliced to form a single entry, excluding wind and flightplan information.

One reason for keeping the flight plan tapes separateis the need to add more aircraft during the course of anexercise as the earlier flights terminate or leave the FIR.Each flight is fully programmed from start to finish in termsof track and flight level, but it is worth noting at this pointthat differentiation between controlled and pre-programmed t racks i s a d is t inc t ion w i thou t a d i f fe rence . A t rackdoes not have an existence unti l i t is included in the exercise program, but once it is in the program it can be controlled quite freely without reference to the flightpath previously assigned to it. In practice a balance is struck whereby the degree of control is limited to such changes as thecontroller finds necessary. Provision is made for a reversionto flight plan as soon as the need for a deviation from ithas passed.

While the preparation of on exercise requires a greatdeal of work, much of this is of once-only nature. Either thesame exercise can be re-used as it stands, or the environment portion used with different flight plans. The re-useof on exercise in no way affects the training value becauseeach student controller has to make his own decisions, andany of these decisions can affect the overall situation.

When an exercise is to be re-run, it is necessary only tofeed the binary tapes into the computer. Where a new exercise is being designed which has similarities with an existing exercise it is possible to use the editing facilitiesavailable with the equipment to transfer such data as is required from an existing non-binary tape, stopping whenrequired to insert the proposed changes. The sequence hereis the same as the original in that the first product is a non-binary tape which is read and checked by the computer.The computer then produces a corresponding binary tape.

When the simulator is delivered to Schiphol, preparedtapes for a number of exercises will go with it. Other tapessupplied will include test programs and diagnostic programs. Among the advantages of the FM1600B computeris the fact that the real time supervisor program allows theperiodic operation of short, fault detection routines time-shared with the main programs. If a fault is detected, anorganisational subroutine is introduced to indicate the existence of the fault to the people concerned.

The level of reliability envisaged is a high one basedo n a n e s t i m a t e d m e a n t i m e b e t w e e n f a i l u r e s o f 5 5 0 h o u r s .

This figure incidentally is similar to those achieved byseveral comparable installations which have been in service over a number of years.

Two of the photographs included with this article areof a scale model of the Schiphol simulator, and show insome detail the layout envisaged. Installation will be adjacent to the operational air traffic control room, and thesecond storey within the accommodation allotted providesa balcony from which it will be possible to watch the simulator in operation.

Keyboard for Schiphol aircraft- controlposit ion. Alphonumerlcs ore to a stand a r d t y p e w r i t e r l a y o u t w i t h a i r c r a f tidentity keys above and function keysb e l o w .

Aircraft control position for Schipholsimulotor showing blip drivers' displayand keyboard.

Scale model of the Schiphol simulatorshowing radar operating positions. Thebacks of the four blip drivers' positionsore in the upper part of the picture.

T h e A i r Tr a f fi c C o n t r o l i e rin the Future Air Traffic System

By Gunnar Atterholm*

Paper to the International Symposium on ATQStockholm, 1969

Talking about the air traffic controller's role in thefuture is certainly an invitation to speculation and conjectures. Our profession is only a little more than twentyyears old and has not so for been defined in a satisfactoryway with respect to what we call the human and environmental factors. Incidentally, we are now assisting theInternational Labour Office in a study of the controller'sworking conditions from which we expect a great deal.There are, indeed, many unknown factors still to be described before we can get a clear picture of our profession ofto-day. Then, what about our profession of to-morrow?

Let me say at once that there is no IFATCA policy inthis field so far. One certain topic for discussion is thesubjection of automation in the domain of aircraft operations and air t raffic control . You wi l l note that no dist inction is drawn between the pilot's and the controller's functions since, in this context, both are operational rather thancommercial or managerial.

It is worth mentioning, in passing, that this is only oneexample of the very close professional affinity betweenpilots and controllers — others are talking and understanding the "language of the air", holding licences to operate,passing medical examinations working inconvenient hours,conforming with notional and international regulations,and operating under procedures which ore very much influenced by economics, politics, weather and public opinion. Moreover many controllers are ex-pilots and ex-navigators, and many get airborne just to keep abreast ofcurrent flight techniques — the most worth while extra-professional activity that a controller can undertake tokeep in the picture from the pilot's viewpoint. To listen foronce from the top of a holding stack instead of passinginstructions to aircraft in it produces a much more realisticapproach by the controller in his normal task. It is to behoped therefore that greater facilities may be given tocontrollers in the future so that they may continue thisexcellent practice, so that their knowledge of flight characteristics and type handling of any aircraft is not entirelyderived from aeronautical publications.

It is therefore endeavoured to include the pilot's pointsof view, where these relate to areas of common interest, aswell as those of the controllers.

Judging by the marvellous technological achievementswhich affect everyday life in 1969, one might be tempted tothink that the era of full automation was close at hand.However, although this assumption may well be valid asregards aviation in general, in our eyes it is not valid inthe field of aircraft operations and air traffic control. Sinceelectronic brains are incapable of doing more than theyhave been programmed to do by human brains and can-

2nd Vice President, IFATCA.

not exercise the fine points of judgement and discretionrequired in exceptional contingencies, they must be regarded as auxiliary to but no substitute for the humanoperator. We feel therefore that there is a definite needfor the man behind the microphone in the foreseeable-future — and so do the pilots, judging from these extractsfrom a paper given at the BALPA 1968 Symposium (Paper 1"The Pilot Requirement in Automation and Simulation" —British Airline Pilots' Association Symposium 1968 on Automation, Simulation and Data Handling in Civil Aviation):

"17. Automatic data handling and processing inATC leads on to the more fundamental question:is automatic conflict resolution possible or desi r a b l e ? W h a t d e c i s i o n f u n c t i o n s s h o u l d b e d e l e

gated to the machine?

18. It would be foolish of a pilot to try to givean answer where i t is the contro l ler 's v iew thatis of prime importance. It does seem, however,that similar reasoning would apply in the control room to that which is applicable in the cockpit: since the human controller con not be excluded, the system design should be such as tomake optimum use of his capabilities. In generalterms, it would appear that conflict warning ishighly desirable, conflict resolution advice is ofpossible advantage and conflict resolution action— through automatic transmission of instructionst o a i r c r a f t — i s o f m o s t d u b i o u s m e r i t .

19. One thing that I suspect no pilot will wishto hear repeated is the suggestion that comprehensive data on the env i ronmenta l t ra ffic s i tuation be transmitted to the aircraft and displayedin the cockpit. The practical use to which a morelimited concept, such as an airborne collisionavoidance device or even proximity warning indicator might be put, must receive the most carefulexamination — assuming that this is indeed atechnical possibility even in the en-route phase.In the terminal area the problem is of a whollydifferent order, and I remain to be convinced thatany possible use the pilot might make of information of the traffic in his near vicinity would notbe balanced by a rapid increase in the incidenceof self-generated near-misses and of stomachulcers. The most alarming suggestion that I haveheard is that pilots, on the basis of a cockpit display of the ATC situation, would take over thecollision avoidance function entirely. This wouldbe like trying to play a game of snooker fromi n s i d e o n e o f t h e b a l l s ! "

I t wou ld be unrea l i s t i c to ven tu re in to the rea lms o f

prediction and speculation without briefly reviewing technological development as it has affected the day-to-daytask of the controller and, in particular, the fundamental

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relationship between the controller and the equipment heu s e s .

It is clear that in more leisurely professions the directrelationship between the worker and his tools, havingdeveloped over the span of centuries, has resulted in theevolution of almost perfect equipment for a particular job.As time passed, and events demanded quicker progress,new methods hove been found to replace the old and wehave been precipitated into the age of the specialist. Wecan no longer afford the time for the discovery of the besttools and methods by the former leisurely process; insteadwe have developed a sub-species of homo sapiens (viz.consultants, advisers, designers, planners and experts) whoare all convinced that they, by their greater gift and despite their lack of practical knowledge, know what is goodfor their fellow men. Anyone who has endured the discomfort of contemporary design in the home or who hasbeen subjected to modern advertising techniques will appreciate the truth of this. Unfortunately, there exists asimilar trait in those who hove, so far, influenced the progress made in the design of equipment for air traffic control, particularly so in the case of radar.

The radar sc ien t is ts d iscovered tha t the e lec t ron beamwas, in effect, idle since it was active for only approximately one two-thousandth of its working time. Greateffort and expense was therefore directed to find somesuitable job that it could perform in its redundant time —the results were quite impressive. It was found possible tosuperimpose cathode ray D/F traces, to strobe numbers,symbols, maps, vectors, gridlines and so on. Unfortunately,no one hod bothered to ask controllers if they wanted anyof these devices — and when they said that they did notrelish the cluttering-up of radar pictures which preventthem from seeing the aircraft, much chagrin and disappointment was felt by the scientific "do-gooder".

Nevertheless, the specialist is not easily deterred by suchminor considerations as the customer's actual requirement,and dismisses them by saying that the controllers needmore educating to make them realize just what they dowant. So, while one was deciding what controllers wantedon their radar-scopes, another expert was designing a console in which to put all this electronic wizardry: he designed fixed-coi! displays and moving-coil displays; into somehe put blowers so noisy that R/T reception was difficult;into others he failed to provide places to write, lay a pencil, instal R/T or telephones; into some he provided a translucent desc, ingeniously lit from underneath, which becamesufficiently hot to melt wax pencils so that clothing wouldbecome contaminated — the remedy for this was to provide a cold draught from low-mounted blowers which induced a form of rheumatism of the knee because of thedraught. All this carping serves to indicate how large thetechnological gap may be between the designer's conceptand the user's real operational requirement.

This situation is improving these days, albeit gradually,but we must ensure that it progresses at a much faster rate.Many organizations are now aware of the pitfalls andhave brought in controllers to advise in the early designstate, but even so, the resultant product still too often fallsshort of the actual requirement. Possibly the delay betweenthe drawing-board and installation is so great that changing circumstances outstrip the development because thebasic requirement has changed. This everchanging environment is the dominating feature of the world of aviation,and because of its presence it is essential to keep systems

and equipment as flexible as possible — in other words,the only prudent way of making progress is to evolve. Thequestion then is how to evolve?

We consider that one fundamental key lies in the creation of the basic concept. All change presents a challengeto human ingenuity — a problem exists and a solution mustbe found. In many cases it is possible to work within setparameters where all the variables are known, e. g. in thedesign of machine tools. However, in the field of air traffic control, the variables are so numerous and so unpredictable that at present almost all reliance must be placed uponhuman capability, on the ground and in the air, to improvise according to the changing situation.

We therefore consider that it is futile for the consultanto r the des igner, w i thou tp rac t i ca l exper ienceto try to relate his task to particular problems in isolationfrom the circumstances which surround those problems. Forexample, if without practical experience someone wantedto simplify identification of aircraft on radar, he wouldprobably start from a static situation — say a photographof an actual situation on radar scope. It is at this very pointthat the paths of the theorist and the practical controllerstart to diverge, because the theorist, lacking the basicpractical experience and "know-how" of the controller,would be tackling the task in a narrow analytical approachand his solution, soundly based in theory, might turn out tobe useless in practice.

It must be borne in mind that no problem in air trafficcontrol exists on its own — there is the situation which ledup to the problem, the problem itself and its solution. Tocontrollers every minute of every day has a problem whichis interrelated with other problems; thus over a period, asexperience is gained, has evolved "the art of controlling"— something that cannot be learned by reading or attending courses but which is rather the fruit of continual hardexperience.

As this point we begin to look into the future. While wedo not have all the answer, we definitely have a contribution to make towards the solution of the future problemsWe have established close contact in technical matterswith other international associations and have a closerelationship with our corporate members in matters affecting the future of ATC equipment. In this we consider thatwe are making a positive contribution towards increasedair safety. The very fact that we do provide a common linkbetween various ATC authorities — national and international — is sufficient proof of that claim. It is from thesum total of all this that we seek to highlight an importanfaspect of ATC at this Symposium — the relationship between the human element and the system, and its applicat i o n i n t h e f u t u r e .

We have tried to show that where a satisfactory relationship exists, so does efficiency and contentment. Wehave indicated some instances where electronic developments have proved abortive because the manufacturersconsidered that they had fully understood the problem buthad overlooked associated environmental problems Wehave once again pointed out that it is only the art of thecontroller which gets us by today and will get us by in thefuture. If this is so, what can be done to improve the capabil i t ies of the control ler?

We must first determine a correct assessment of humancapability. From time to time, in discussions with manufacturers and experts, we have been horrified to see thedivergence of views on the limitations of individual con-

6

trollers for specific tasks, caused not doubt by their lackof practical air traffic control experience. Some see theanswer to ATC problems in large radars with enormouscoverage, presenting the overall picture in plan in thephilosophy of "all you see you control, all you control yousee". Others believe in the complete reduction of the problem by automation to small programmed steps which follow in a logical order, like clockwork. But indeed, raindropsdo not fall in a timed sequence, the passage of a linesquall cannot accurately be timed, the failure of a component cannot be predicted within a microsecound. We submit that the true answer lies somewhere between these ext r e m e s .

Firstly it must be realized that the environment must beso organized that controllers and pilots are working tocommon data in a common f rame o f re fe rence. Th is implies that there must be a true area coverage navigationsystem with air/ground data links so that position information is common in the air and on the ground.

Secondly time must be automatically linked between airand ground.

Thirdly communications must be automatically linkedso that as much as possible of routine communications areremoved from the executive mode (i. e. R/T).

Fourthly passage of essential information (i. e. METinfo, RVR, serviceability state of aids etc.) must be providedby means of automatic data link.

Having achieved this, it should then be possible for thecontroller to get down to his more important tasks — toseparate aircraft from each other and to promote andmaintain a safe, orderly and expeditious flow of air traffic.To do this in the busy terminals of the world, he will haveto be rate-aided because he will not otherwise be capableof coping with the intensity of traffic. The corollary to thisis that aircraft operating into these busy terminals must befitted to an appropriate scale for that operation — but onthe other hand, when operated in less intense traffic areasmust be able to manage with very much less sophisticatedground-based ATC equipment.

The role of the controller in the future is definitely tending to become that of a monitor who will intervene onlywhen needed. He is more than in the past, surrounded by ahighly complicated set of technical aids where pressing thebutton and rolling the ball will be much more frequent activities than writing with the pen. His relations with engineersand technicians will become still closer and after this Symposium, it should be clear that whosoever can formulate areasonable specification of on ATC device to the industry,will have a qualified and interesting response.

In this alliance of technique and air traffic control, we,the controllers, will certainly be satisfied as long as we aregiven the freedom to express our wishes and see ourselvesrecognized as an indispensable element in the air trafficcontrol process.

New Lodge of the U.K. Guild formed

At a Ceremony and inaugural Dinner held near Leeds onMarch 23rd, the Master of the Guild of Air Traffic ControlOfficers, W. E. J. Groves B. Sc., presented a Warrant ofConstitution to inaugurate the Guild's newest Lodge,Northeastern Lodge, to i ts first Master, G. P.Seller, the Airport Director of Leeds/Bradford Airport.

Mr. Groves, in his welcoming speech to the new Lodge,emphasised the value to the Guild and the ATC professionof the formation of the NE Lodge, particularly in relationto the wealth of experience among its members and theirkeeness to form the Lodge in an area of such varied andintense ATC activity — experience which can be drawnfrom both civil and military ATC sources in the region.

The NE Lodge Master, Mr. Seller, in reply urged the profession to endeavour to keep pace with developments inthe air and on the ground and promised that the NE Lodgeof the Guild would vigourously pursue the professionalaims and objects of the Guild.

Nearly 30 members, drawn from a variety of ATC units,from RAF, Municipal and other civil aviation sourcesthroughout Yorkshire and the NE were in attendance.

It is of interest that the new Lodge is the first to haveappointed its own Chaplain and the Rev. Smith is the firstto join the Guild.

IFATCA and THE CONTROLLER congratulate The Guildand wish the Northeast Lodge all the best.

Northeast Lodge Officers

M a s t e r : G . P . S e l l e r T r e a s u r e r : G . P . A s h l e y

Dep. Master: Sqn. Ldr. H. Dixon (RAF Scampton) Chaplain to NE Lodge: The Rev. G. Smith.Clerk of the Lodge: G. A. Wigglesworth

7

The Development of I FALPA's Views on Air Traffic Serviceswith Special Reference to what we have learned from theNorth Atlantic Airways

By Captain W. Masland*

Paper to the International Symposium on ATQStockholm, 1969

There was o time when people said "the sky's the limit"whenever they wished to give the idea that there was nolimit at all. Unhappily for us those days have gone. To ourgreat sorrow we have proven that some parts of the skyat least do hove a very finite limit. This limit has been tested and is real. Our present methods and technology presently applied can not exceed it, or even put a dent into it.We shall have to be both thriftier and more intelligent inour use of this lost frontier, the sky.

The airways of the North Atlantic provide a testing areathat has value both for witnessing what is, and also forwhat might be. This is one of the world's most heavily travelled airways and also one of major international significance. It is, or it should be relatively simple, being in largepart simply east and west bound flow. A review of thisocean has the additional advantage that North Atlantic'sairways have already been subject to considerable observation and analysis.

The "major area" of the North Atlantic contains sometwo million cubic miles of air space that is navigable byjet aircraft. This seems like an almost unlimited sky, butwhen more than some 25 a i rc ra f t an hour seek admiss ionwe say, "No room! There is no room!" Why in so vast aspace are we so limited?

The reasons are varied. The first and most obvious ofthese is that each aircraft has demanded for its own protection a surrounding air space that at minimum is some5,000 cubic miles extent. The dimensions of this slab ofreserved air space are presently 120 miles by about 120miles by 1/3 of a mile, in general dimension of the sameproportions as those of a seven page typewritten letter.Numbers in the thousands, even millions of cubic miles ofair space are numbers too vast readily to be comprehended. It has been suggested that we scale down the entireNorth Atlantic and its jet population to something moreeasily grasped so as to visualize the problem. Suppose wescale our aircraft down in size to sea gulls, standard, contemporary Swedish sea gulls.

In cruise configuration a standard model sea gull hasa wing span just about exactly one one-hundred andtwentieth that of a contemporary jet. Very well, give thesea gull one one-hundred and twentieth the lateral spacingof a jet. Give it one mile from the sea gull flying on thetrack next to it. A well-fueled sea gull cruises at Mach .04

Vice President North Atlantic, international Federationof Airl ine Pilots Associations.

and if spaced a minimum of 15 minutes behind the sea gullahead of him he will be six miles behind. So in terms ofhorizontal space he is taking up one times six, or exactlysix square miles of area. To be consistent with North Atlantic practice we can use, as do the jets, five flight levels.Therefore in our six square miles we can accomodate fivesea gulls when using North Atlantic standards. This comesto 5/6ths of a sea gull per square mile. If now we considerthe city of Stockholm as covering 72 square miles of areawe could expect the Stockholm Air Traffic Control Centerto clear a maximum of 60 sea gulls for flight over the city,using North Atlantic separation standards.

Obviously there is something wrong here. I've seenmore sea gulls than that happily circling one fishing vesselreturning to port and without ever brushing a wing tip, oreven filing a near-miss report.

Recognizing that something is wrong, that the sea gullsof Stockholm are smarter than the jets of the North Atlantic, the System Planning Group for the North Atlantic setabout finding the reason. The SPG was created by ICAO in1965. The six member States have invited three international organizations to assist in its deliberations. The secondand third meetings of the Group devised a massive datacollection exercise that ran from July of 1967 to the end ofApril 1968. Most valuable were the more than 14,000 observations of aircraft by surface radars located at two pointson the edges of the Atlantic and on surface vessels stationed in five different parts of the ocean. Much of the datawere collected automatically and stored on tape. The United States obtained the ship-born data, Canada and the"United Kingdom collected the shore-based data, and theRoyal Aeronautical Establishment collated this' massivea c c u m u l a t i o n .

The Group at its fourth meeting reviewed the data andafter two weeks of discussion and deliberation reported-

"As regards the question of the lateral separationstandards to be applied in the NAT Region inactual operations, the findings recorded inthis summary appear to indicate that, based onthe mathematical/statistical method used by theGroup, the application of 90 NM lateral separation would be feasible to certain types of trafficand in certain parts of the Region, however thatit could not as yet be considered as being "safe"for general application throughout the RegionIt was however noted that, in the mathematical/statistical sense, the standard of 120 NM waslargely meeting the "safety" requirements usedin the mathematical method upon which the workof the Group was based."

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And that for the moment would appear to be that, withthe jets retaining their 120 miles of lateral separation, anda lesser separation only for the birds. It should be notedthat the statistical findings of the Royal Aeronautical Est.confirmed with remarkable accuracy the data collected byIFALPA in 1965 and 1966, data which had formed the basisfor IFALPA's reluctance to accept a 90 mile standard forlateral separation. The reasons that make a closer separation presently impossible are another matter, and will bediscussed later.

The longitudinal spacing of aircraft in the NAT Regionis variously 30, 20 or 15 minutes. Earlier studies by Canadaadded to those obtained during the data collection exercise of the SPG were believed to be too l imited for theSPG to come up with definitve answers. The SPG mathematicians felt that it would require three times as much dataas had already been collected for them to make conclusions that would have validity, and that it would take threeyears to collect this mass of data, by which time the datai tsel f could wel l be obsolete. The SPG therefore decl inedthe taking of any action in this area.

Vertical separation of aircraft flying in the thinneratmosphere above 29,000 feet has been at 2,000 feet overthe Atlantic, as well as on most of the rest of the world'sairways. Some States use 1,000 meters of separation, andothers double the separation from the 1,000 feet commonin the lower atmosphere at some level lower than 29,000feet, the sooner to regain the degree of pressure separation for the upper atmosphere that has been the standardin the lower atmosphere.

The SPG has devoted much of its time at two meetingsto the possibility of cutting vertical separation from 2,000feet to 1,000 feet in the upper levels. After analysing andreviewing the data that are presently available on theaccuracy of height keeping, the accuracy of the altimeters,the accuracy of the initial calibration of static ports, theaccuracy of the static ports of service aircraft, and the sizeof the flight technical error plus several other errors that donot fall into these categories:

"The Group concluded that there was at the present time insufficient evidence for showing that a1000-feet vertical separation standard would besafe for the present track system over the NorthA t l a n t i c . "

In order fully to appreciate the strength of the statementjust quoted from the final report of the 5th meeting of theGroup (that of December 1968) one should read with carethe entire report, as well as a half-dozen of the workingpapers that had been prepared in advance and for its use.

In the first place this statement refers only to same-direction traffic. It is a peculiarity of the NAT Region withits present population of sub-sonic jets that west-boundtraffic is mostly in the afternoon, east-bound traffic fliesmostly late at night. There is very little overlap, very littletwo-way traffic. The R.A.E. calculates that the overlapamounts to but three percent, yet this three percent adds42 percent to the risk of collision, they conclude. Two-waytraffic in a more normal mixture of flow would be evenmore dangerous. It is for this reason that the mathematicians at the SPG restricted themselves to considering areduction in vertical separation as applied to only one-waytraffic. But even with this major limitation the SPG couldnot find that 1,000 feet separation could be considered safefor the North Atlantic Region.

It will be noted that this statement of the SPG regarding its rejection of 1,000 feet separation applies only tothe North Atlantic Region. Analysis of the rather complexmathematical formula that they have used will show thereason that the SPG has been meticulous in limiting itsconclusions to the NAT Region. The reason is quite simple.If you lose vertical separation over the North Atlanticthere is, even so, very little chance of hitting anyone, because over this ocean there is small chance that any onewould be directly beneath you in a position to be hit. Theactual figures used for calculating NAT collision risk areapproximately as fol lows: The chance of losing onethousand feet of vertical separation was calculated to beone in five thousand. The chance that an occupant of thetrack below would be spaced longitudinally just beneathyou they calculated as one chance in three thousand. Thechance that the aircraft underneath would actually be onhis assigned track to within a wing span was calculated asone chance in eight hundred. The total risk, without takinginto account rate of risk, is the product of the three risksno ted above .

But if longitudinal separation falls below the figure ofan average 30 minutes (the figure used by the SPG), or iftraffic is fed into the system at other than a random rate,then the risk goes up. And if navigation in the lateral planeimproves over what it was over the Atlantic in 1967 and1968, then once more the risk goes up. One of the membersof the SPG who had been conducting a series of tests ofnavigational equipment believed that substituting inertialnavigation for good Doppler navigation would i n -crease the risk of collision by a ratio of 10 to 3, a 330percent increase. It was also pointed out that aircraft near-ing the end of a ocean crossing and coming under the coverof more precise navigational aids would also, by reason ofimproved navigation, come under the risk of increased exposure to collision.

If there is any validity in the laborious work of theSystem Planning Group for the North Atlantic it is simplythis; any reduction in vertical separation over the Atlanticis presently impossible. Any reduction in vertical separation on the more densely populated domestic routes is outof the question. In fact the present 2,000 feet standardmight well be reviewed, if safety is a consideration. A mixof two-way traffic is so very much more dangerous that itsearly elimination should be at the top of the list of thingsto do.

And so we are right back where we started, at leastover the North Atlantic, with 2,000 feet of vertical separation, 120 miles of lateral separation, and at least fifteenminutes of longitudinal separation, while the birds makemockery of our efforts to invade the unlimited sky that hasfor so long been their private preserve.

To provide a measure of relief from this stalemate theSPG has proposed a system of staggered tracks whichoffers a doubling of the capacity of the system, with whatthey estimate as little increase in risk over what presentlyexists. The staggered track system they propose accepts thepresent system with 120 miles of lateral separation and2,000 feet of vertical, but adds a second set of tracks spacedequally between the first. This new set of tracks would thenbe spaced between those at 120 miles of separation, andvertically dropped down 1,000 feet.

In practice this would mean that at any given flightlevel there would be no aircraft closer laterally than 120miles. Also for any given track there would be no aircraft

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closer than 2,000 feet above or below. The nearest aircraftlaterally and vertically would be 60 miles off and 1,000 feetabove or below. The major risk would come from a loss ofboth lateral separation and vertical separation. This riskis estimated as minimal because quite different techniquesand quite different instruments are used for navigating inthe lateral and the vertical plane.

In furthering this proposal for a staggered system oftracks across the Atlantic the SPG recognized that a doubling of capacity brought with it difficulties. The continentalareas on both sides of the Atlantic are presently incapableof handling so great an increase of traffic. Nor are theypresently equipped to effect the transition from continental system to the proposed Atlantic system.

To handle this problem it is our proposal that an areacover navigational system with pictorial presentation in thecockpit should be employed. Area cover navigation givesan aircraft full navigational capability at any place withinthe area of cover. It is thrifty of air space, if a fine resolution type of aid is used. Also it does not require the sitingof ground-based aids exactly on the airways, a presentnecessity. Both advantages are of especial worth in providing more continental airways and in making the transitionfrom continental to ocean airways effective. New airwayscould be added without shifting any ground aids. Alsofewer ground aids would be needed. This is of specialimportance on the coast of the western Atlantic in theNewfoundland, Labrador area where the siting and servicing of ground aids is a problem of major significance.

Returning to the data that were collected in the massiveexercise that was sponsored by the SPG we can find moreof value in addition to the finding that we can not presently reduce lateral separation below 120 miles that we cannot reduce vertical separation and that we do not haveenough data to reach conclusions on longitudinal separation. It should be noted that in setting up the data programit was agreed among the members that the Royal Aeronautical Establishment would collate the data, and wouldalso produce conclusions drawn from analysis of that data,but that others were free to draw conclusions of their own.

Following are some conclusions of our own.The surface radar used to measure navigational accu

racy of North Atlantic jets was despersed as follows; threevessels took up a north-south line at 35 degrees west nearmid-ocean and reaching for more than a thousand milesnorth-south along this axis. Two additional vessels tookposition, one in the southeastern ocean near weather station "Kilo" and the other in the mouth of Davis Sralt in thenorthwestern ocean. On the ground a radar mounted onthe cliffs of Ireland's west coast reached out some 270miles to observe inbound aircraft. A second ground-basedseries of observations came from the standard radar atGander, some 50 miles in from the coast of Newfoundland.Those of us who fly this ocean have not believed that Gander radar reaches far enough into the oceanic area to provide useful information. Data from the two vessels locatedto the southeast and to the northwest of the area producedrather small samplings. Accepting these reservations wefind two points that are significant; navigation deterioratesnear the end of a crossing; navigation is worse whereLoran cover is the poorest.

These two observations are prompted by analysis of thevarious error rates in various parts of the ocean. In mid-ocean the three surface vessels observed the occurence oferrors of 45 miles and more as forming .39 percent of the

total observations. Even so, most of these errors took placeunder cover of the most southerly of the three radars, giving there a gross error rate of 1.58 percent of all observations. This is an area of poor Loran cover. The error rate atthe two northerly vessels was a mere .11 percent. By contrast the rate of gross error by aircraft approaching theIrish coast was .82 percent, more than twice the rate at thethree mid-ocean radar observation sites, and close to eighttimes the rate at the two northerly vessels. This would seemto indicate that navigation deteriorates with time, a theorythat is supported by the observations at the vessel in theentrance to Davis Strait where the rate of gross errors foraircraft nearing the end of a passage across the ocean wasa startling 5.25 percent, more than 13 times that recordedi n m i d - o c e a n .

It should be noted that 85 percent of the aircraft recorded carried Doppler in one form or another, some 65 percent with computer added to the Doppler. Yet the carriageof Doppler did not provide immunity against gross error.The RAE in submitting its report to the SPG tabulated the39 operators or operations by excellence, as determinedby their standard deviation as measured at Kilkee on theIrish coast. It is true that the best operators carried Dopplerwith computer. But it is also true that the operators at thevery bottom of the list also carried Doppler with computer.Those at the top of the list accounting for close to a thirdof all the flights were charged with no gross errors in mid-ocean; all of their gross errors took place near the end ofthe crossing.

From these observations it seems reasonable to conclude that the mere carriage of Doppler is no talismanagainst error. It must be used with skill. It must be skillfullymaintained. And it must be up-dated at a more frequentrate than appears to have been the practice across theNorth Atlantic, where end-of-crossing errors of the sizeand the frequency detected could only take place wherethe Doppler was permitted to run out its dead reckoningcalculations uncorrected by the fixing of position.

IFALPA knows that dead reckoning devices such asDoppler and inertial are excellent for holding to a track,"track crawling" as some call it, because they give aninstantaneous reading of just what is happening right now,and are not dependent upon rate for the forecasting ofthe present. These devices can also be remarkably accurate. But IFALPA is convinced that for reliability they mustbe checked at frequent intervals by fixing of position, afixing that has no need to fall back upon past history andthe recording of a chain of sequences.

However navigation is no longer the major concernalong our more heavily travelled airways. Collision avoidance is. And we do not believe that "self contained aids"are adequate to do this job. For staying clear of other traffic some reference that is common to a I I traffic is essential. For this we recommend a ground based aid. We callit a "station referenced aid" so as to include the possibleuse of satell i tes and automatic astro.

One final argument for use of a "station referencedaid" is simply this. All designers of navigational systemsagree that redundancy of equipment is essential for reliability. Redundancy by duplication or triplication of equipment has advantages. Much greater advantage can berealized, however, by a redundancy that adds a systemtotally unrelated to the other system, one that uses differentinputs and that operates on different principles.

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Before leaving the North Atlantic there is one morethought that comes directly from the data collection exercise, the question of blunders. Observations from one ofthe surface vessel showed an unusually high number ofnavigational errors of the order of 60 miles, some fourtimes what could hove been expected. One of these aircraft not only showed a 60 mile error, but continued totrack with great precision at exactly 60 miles off the trackthat ATC believed he should have fol lowed. To the mathematicians this may have seemed coincidence. But to thoseof us who use the airways it is indication of a blunder inthe assignment of the track. How common such blunders arewe have no way of knowing. On one night three track blunders were reported to me. In two of these cases the aircraftfollowed a track that was exactly 60 miles, or one degreeof latitude, off of the track that ATC believed they hadbeen issued. In the third case two aircraft coming off theocean at end of a crossing were cleared over the sam.econtinental fix at the same time and altitude. It is of smallmoment who mode these blunders; sufficient that they arebeing made. The sysem must be designed to be free ofinvitations to blunder. Our present system is not.

In 1962 a mathematician who is widely respected, afterreviewing the North Atlantic Region said that if there hadnever been an ATC System from the beginning of time till1961 there would none the less never have been a collision.This was, according to his calculations, because the spacewas so great and the navigation so poor. More recently ata hearing held in Washington lost summer a spokesmanfor the association of air traffic controllers said "What weare operating is a luck systemi". These same views weretwice reflected in reports of the ICAO Panel on VerticalSeparation. After carefully making calculations of theerrors that exist in height-keeping and from this calculating the number of collisions that should hove occurred,they found their figure high, and from this they deducedthat many collisions that should have taken place did notbecause the navigation in the lateral plane was so poor.

From al l of this we can conclude that increased accuracy of navigation along one axis may well add nothingbut a greater risk of collision. We must increase the accuracy of navigation along all three axes. We must developone-way airways. We must devise systems and proceduresthat are free from invitation to blunder.

And what has all this talk of navigation to do with theAir Traffic System? Everything. A sound navigation systemis the basis of a sound ATS system. It is IFALPA's convictionthat our airways system must be strategic in concept, ratherthan tactical as at present and can be, if sound navigationis available in the cockpit.

The tactical system of air traffic control has also beendescribed by a leader in the development of systems asthe control of traffic by a series of ad hoc decisions". An

aircraft arrives within the province of a controller and heis expected to do something with it. Can he move it towardsits destination, towards some other place? or must he tryto "hang it on a hook", until he can find the time or thespace to do something with it. To some degree such asystem was tolerable when aircraft had reserves of fuelthat provided spare hours, and when passengers expectedlittle from a new and novel system of travel. Those timesare gone. Jet fuel reserves give lots of extra miles, but notso many extra minutes. Our passengers have now acceptedtravel by air as an ingredient essential to the functioning

of our modern world. They view our present catch-as-cotch-can system with growing irritation and shorter temper.

Nor does there seem to be much future from the ATC

point of view in our present tactical, minute-to-minutesystem. It calls for constant use of communications. Approach control in the New York area has been clocked,and for periods of 13 minutes at a time, with 70 percentoccupancy of the radio frequency. What level of servicewould you expect from a fire house whose phone was busy70 percent of the time? To keep the occupancy down toeven this high a level controllers and pilots have been talking at the rate of 200 words a minute, the tape recordingsrevea l .

The firs t cor rec t ive ac t ion tha t i s taken when a rad ioc i r c u i t a n d t h e c o n t r o l l e r w h o u s e s i t a r e o v e r l o a d e d i s t o

duplicate each; two radio channels, two controllers. Butthis does not double the capacity, because time and greatcare must be used to hand over the control from one manto the next. Approach control to New York's Kennedy Airport has been divided into two parts, but problems remain.On one of the afternoons I spent in New York's new common IFR room watching the controllers working, I watchedwith growing interest, and so did everybody else, while anaircraft under radar vector lost contact following a voiceh a n d - o v e r f r o m o n e c o n t r o l l e r t o a n o t h e r. T h e a i r c r a f tcontinued on its lost given heading, a heading that wouldtake it in 8 miles to the center of the wrong airport. Theweather happened to be clear. The pilot knew that something was wrong, and managed finally to reestablish contact, this time with the airport tower. But what a way tohandle heavy traffic! There miust be som.ething better. Return the navigational capability to the cockpit. Assign apattern to the aircraft. Then see to It that he both understands this assignment and holds to it, and that no intrudervio lates th is reservat ion.

IFALPA does no t be l i eve t ha t a i r c ra f t and a i rmen o fwidely different capabilities can safely share the same airspace. We believe that air space and airports should beset aside for aircraft and airmen of various capabilities.The standards of performance for each airspace and airport should be established and met. Not only safety is involved; there is also the matter of efficiency and economics. A tower operator at a major airport has remarkedto me that when a certain type of aircraft enters the trafficpattern the rate of acceptance of aircraft into that airportis cut in half. Last summer the Federal Aviation Authorityof the US held hearings on proposals that it hod made forrule-making to fix a limit to the hourly rate that aircraftcould be accepted into certain overcrowded airports. Additionally the rules proposed some minimum requirementsfor the aircraft that under IFR could be accepted. In testifying at that hearing a controller said that it was hisopinion that the experience and qualifications of the airman were of even greater importance in safely maintaininga high rate of flow into an airport.

The mixing of IFR and VFR traffic is another practicethat IFALPA fnds dangerous. Surely it must be eliminated.One illustration out of many; a jet fully loaded with passengers and fueled for a trans-ocean crossing takes offfrom a major airport on on IFR clearance, following by60 seconds a smaller plane that has elected to leave undervisual flight rules. The big jet, carefully following his clearance, banks sharply to the left as soon as gear is up. Thebanking of the plane effectively cuts off all visibility to the

right. The little plane suddenly changes his course and turnsalso to the left across the path of the jet, both unseen andunseeable by it. They miss by the laws of chance and by noother. The passenger jet had no protection even though hehad filed and followed a flight plan. The radar never sawthe smaller plane and gave the jet no protection. Nor washe protected by the law. The law as presently written wouldhave held the jet liable had there been a collision, as sovery nearly there was.

To soy then in a few words what I have tried to say inmany, IFALPA believes that there is a need to return fullnavigational capability to the cockpit with a navigationalsystem that gives the ability to navigate anywhere withinan area, not just along a line. The total system should be

highly accurate, reliable, simple to use and free from invitat ions to b lunder. Communicat ions should be reduced oreliminated. This would be one of the many benefits fromthe development of a strategic system, a system that wouldclear an aircraft through from ramp to ramp.

We believe that airways should be one way "streets'',well separated from opposite direction flow. Instrument orIFR traffic should not have traffic that is unknown and uncontrolled wandering across its path. Do not mix IFR withVFR traffic. Set standards of performance for any givenairspace or airport, standards that apply to the capabilitiesof both aircraft and of airmen. The future of air commerceis tremendous, if only we can find some place to fly our aircraft with expedition and with safety.

Increased Liability for Worlds' Air Carriers

The most widely accepted international agreement isthe Warsaw Convention of 1929, revised at The Hague in1955. It relates to the liobolity of the air carrier for thesafety of its international passengers. The rule of thatagreement is that unless the carrier proves that an accidentresulting in death or injury to a passenger could not havebeen prevented by the carrier, it shall be liable up to anamount which is the equivalent of US S 16,600.

The Legal Committee of the International Civil AviationOrganization met recently in Montreal and decided torecommende a modification of that agreement to providefor a novel rule of liability. The rule would make the carrierabsolutely liable, regardless of whether the carrier was atfault. The only exception to the rule would be where thepassenger or person claiming damages had himself caused or contr ibuted to the acc ident .

The limit of the air carrier's liability will be raised toUS S 100,000. This amount would be sufficient to cover theloss caused to the passenger, if injured, or to his dependents, if he were killed, in the vast majority of cases. Certainadditional improvements to the existing internationalagreement are also proposed by the ICAO Legal Committee, which has drawn up texts on the subject for submissionto governments.

In a special interview. Dr. D, Pardo Tovar of Columbia,Chairman of the ICAO Legal Committee, said:

"This draft Convention, as prepared by the Legal Committee, raises serious financial problems because of thehigh amounts of money involved in the limits of liability forthe airlines. This is true particularly for those airlines withsmal ler resources.

However, there are reasons to believe that the impactmay perhaps not be so great as might be thought. Thedimensions of the problem may, after all, be successivelyreduced in proportion to the improvement of safety levels,which have a direct effect on insurance premiums. Therefore, it is probable that the States, in examining the draftConvention, may find that it is a satisfactory compromises o l u t i o n . "

World-wide treaty seeks to eliminate safehaven for "Hijackers"

The 17th Session of the ICAO Lego! Committee, recentlyheld at ICAO headquarters in Montreal, has prepared aspecial treaty which deals specifically with the problem ofunlawful seizure of aircraft in flight. Anxious to ensure thesecurity of international air travellers, the InternationalCivil Aviation Organization has decided to convene at theearliest practicable date a world-wide conference at thehighest level of Governments. The 27-member governingbody, the ICAO Council, has circulated the draft treaty anda Diplomatic Conference will be convened in The Haguefrom 1 December to 16 December 1970 to establish the newtreaty as an instrument of international agreement. Thetreaty concerns only civil air transport and specificallyexcludes aircraft used by military, customs or policeauthor i t ies .

The Diplomatic Conference is being called for the purpose of adopting a world-wide international agreementof governments with the objectives of deterring personsfrom committing on board aircraft acts of violence orintimidation directed to seizing control of an aircraft inflight. The agreement contains provisions concerning theprosecution and severe punishment of such offenders, andany State in which an offender is found shall have theobligation to detain him, pending a decision of theauthorities to prosecute him or to respond to a request, forexample, from the state of nationality of the aircraft, for hisex t rad i t i on .

Any diplomatic conference is a sovereign body whichcan accept or modify a draft treaty text submitted to it. Theconference also determines the number of ratificationsrequired to bring the treaty into force. The time when theeffectiveness of the treaty will be felt will depend upon thespeed with which each State can ratify it as an internationalt reaty commitment .

I C A O

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lATA Policy on the Future Development of ATSBy Dr. K. E. Karwath=^

Paper to the International Symposium on ATQStockholm, 1969

I believe that everybody is well aware that lATA activities cover many fields and that the main objectives ofthe organisation come under the heading of safety, efficiency and economy. Regarding the latter it applies notonly to the airlines but also to the public and the providersof ground facilities — the Administrations. Obviously, airtraffic control plays a very prominent role in the development of aviation, and the organisation of this system similarly comes within the objectives, which lATA is alwaysstriving to promote.

Regarding lATA's activity in this field, many of you willalready be aware of the lATA document entitled Air TrafficServ ices Reference Document. This book has had a widedistribution and endeavours to set down in some detail theairlines' interpretation of the contents of a number of ICAOdocuments and the way in which lATA sees that the facilities and services may be best provided to suit the operational needs in the 1970s.

In brief, the main ideas of the airlines for the presentand the future are a requirement for controlled air spacein which to operate on LF.R. plan; segregation of I.F.R.and V.F.R. traffic; with integration or at least co-ordinationof the ATC elements controlling civil and military traffic.We have endeavoured also to detail some major aspectsconcerning the use of communications, radar and of coursesecondary surveillance radar.

Aviation is a continuously and fast expanding industry.The air traffic anticipated will double in ten years time. Inconsequence the Air Traffic Control system must be improved so as to handle expeditiously the increased traffic. Airtraffic is made up of a number of different types of operations, namely:

a) commercial airlines,b) general aviation,c) military operations,d) research and development,

and even if only the first two categories were to expand anew system would be necessary, but in order to deal withthe problems which the other two categories introduce itis obviously essential that an integrated system is devised.There is already a need for such a system and even todaythe airlines of the world are penalised by reason of extramileage, and traffic delays, because the system of controland the availability of airspace has not been developed at

General Manager Route OPS and Navigation, Deutsche Lufthansa;Representing The International Air Transport Association.

the same rate as the advances in the performance of theaircraft and the requirements of the travelling public.

The objective of an air transport com.pany is obviouslyto moke a profit, but at the same time to keep down thecost of the product to the user not only as a means ofencouraging the use of its aircraft, but in some areas asa means of cheapening the availability of transportationas a social service. The airlines can only go part of the wayin doing this since not all of the factors affecting cost areunder their direct control. This, therefore, is the airlines'and other airspace users' interest in the advancement ofairspace utilisation and air traffic control, since deficiencies in this field can add markedly to the cost of operation.It is quite easy to evaluate the cost of extra flying time, orground running, in terms of the variable cost elements,and although these figures in themselves indicate a highcost resulting from delays which are currently being experienced, they do not reflect the burden to the airline ofthe resulting underutilisation of its aircraft.

Air Space

The fleets of nearly all of the worlds lATA airlines nowconsist of a preponderance of pure jet aircraft, in manycases operating at the upper end of the subsonic rangeeven over what today are called short haul routes. Manyof the routes operated by the airlines are of relatively highdensity, and in many cases the route environment includesmilitary operations and also general aviation. We appreciate that the non-airline operations may to some extentfall into a different category, and it is largely for this reason that as airlines we can only discuss our own problems.We have the very firm and unshakeable idea that the onlysafe way of providing a separation service between aircraft is to have what is frequently termed positive controland for this reason we 'oelieve that the prime requirementfor a safe and expeditious air traffic control systems is provision of controlled air space in which controllers can exercise the requisite jurisdiction for providing safety. Wefeel that this controlled air space must encompass thewhole of the flight path from take-off through the transition area to the top of climb, cover the cruising phase andthe transition to the final approach path and naturally alsothe final landing manoeuvres.

lATA's overall requirement is quite simple to state inthat the airlines, and probably general aviation and otherusers, need to be able to operate their aircraft along theshortest possible route to the destination, and be able toland and take-off with the minimum of delay. To quoteanother facet of this, there must be sufficient manoeuvringareas provided so as to enable take-offs and landings to

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be accomplished without delay and the provision of airports and air space must be dealt with in one plan so thatat no time is the non-availability of concrete or airspacea constraint on the overall system.

Before discussing the requirements in some detail, letm e m a k e i t c l e a r t h a t w e c a n n o t d r a w a h a r d a n d f a s t l i n e

between any one particular aspect and another. The problem must be treated as a whole without any arbitrarysub-divisions. To enlarge upon this, it is worthwhile pointing out that airspace utilisation depends upon the densityof traffic, aircraft types, speed, manoeuvrability, and navigational capability. Provision of control will depend uponexactly the same things, and related to it are the problemsof communications and information on the aircraft's position and intention. It is not possible, therefore, to say categorically that if a facility or service is provided, or if theaircraft can manoeuvre or navigate a particular way thatcertain improvements will result, since it may be that without complementary improvements in other parts of thesystem, isolated developments may provide very little advance in the effective operation of the system so that thereis no significant economic improvement. It is for this reasonthat no attempt is made to deal with a piecemeal outline ofimprovements, and that what this paper sets out to do is topresent an overall outline of the A.T.C. system, and in sodoing an attempt is made to show how the related improvements can combine to produce a workable and more satisfactory system involving aircraft, airspace and the controle lement .

In talking of the future, it is convenient to give this adateline of somewhere up to 1980. We can expect to seeboth evolutionary and revolutionary changes in the systembut with a dateline of 1980 it is unlikely that we will seedeployed at that time anything which is not technicallyfeasible at the present time. It will, no doubt, be arguedthat this is putting a severe constraint on looking at a futuresystem, but this is realism and the idea is put forward quiteemphatically that because of the time involved in international agreements, systems planning, and the provisionand installation of equipment there is quite definitely theconstraint that we will see nothing in 1980 unless it is nowplanned and programmed.

Having said all this let us now see what we can expectin the field of communications, navigation and radar.

C o m m u n i c a t i o n s

In discussing communications, airlines of lATA tend tothink in terms of air-ground exchange messages as a mainprinciple but we do not lose sight of the needs for adequate ATS unit to unit communications Including directspeech circuits or better between adjacent ACCs. The rapidand reliable ground to ground exchange of relevant information, particularly flight plan data between ATS units, isand will be of prime importance.

On the subject of radio telephony, undoubtedly much ofit generated today in some areas could be avoided or considerably reduced and for the future there must be animprovement in the exchange of data within the ATC systemitself. All too often at the present time it is necessary forthe Captain or Copilot of an aircraft to repeat much ofthe flight plan, sometimes to advise the ACC that he is actually approaching their area. We are acutely aware that on

occasions pilots are being instructed to pass informationwhich may be redundant.

We note with appreciation that in some areas there isalready a reduction in the requirements to report positionand other flight details — sometimes referred to as "silentcontrol". This is brought about largely by the use of radar,both primary and secondary, and our policy particularlyin the high density traffic areas, is to encourage this ideaso as to reduce the communications loading for both thepilot and the controller.

Looking further into the future we believe that all ofthe flight planning calculations will be carried out on theairlines' computer and in parallel with the production ofthe flight plan and other flight documentation the computercould be in direct communication with the Air Traffic Control data processor, which will already hold the programmefor the scheduled departures from a number of airfieldswithin the area of its concern. In addition to the information analogous to the current ATC flight plan, it will receive an input concerning any late changes to the scheduledtime of departure. In consequence, any unforeseen situationwhich may tend to disrupt the air traffic pattern can betaken into account and the airlines advised of any possibledeparture delays or en-route diversions. It is hoped, however, that with the expected advances in the ATC systemthese would be quite rare occurrences.

After take-off the aircraft would follow the Indicatedroute in accordance with the clearance and this would bemonitored by radar. Since the aircraft would have a designated SSR code for the route the automatic data extraction system associated with secondary radar would use thisidentity to monitor compliance with the cleared flight plan.In doing this a check would be maintained on the climbprofile by means of the altitude encoding. It would followfrom this that only in the event of an aircraft appearing tobe outside of some laid down tolerance for adherence tothe cleared flight path the controller would be alerted tocheck the situation, and in extreme cases to provide theappropriate instructions so as to bring the aircraft back towithin tolerance or to change to a revised clearance.

Accordingly, communications en-route would be largelya matter of confirmation by the appropriate Centre thatcommunication was established and the aircraft identifiedWhen nearing the terminal area for the destination, andtherefore in need of descent clearance an up-dated ETAand, if required groundspeed information from the aircraftpossibly provided by an ariborne computer could be usedfor checking with the A.T.C. computer which would thenplace the aircraft in the most appropriate arrival sequence

To return to the development of the system from thepresent stage of the art we note the dependency of the ATSon navigation services. Looking back over the history ofcivil aviation, and in particular that of the commercialcarrier it is interesting to note that there has been a marked change in the requirements for navigation. At one timeall that was required was the facility to navigate the aircraft with sufficient accuracy between the departure anddestination points so as to provide adequate separationfrom terrain and achieve a minimum time path. In the hightraffic density areas we find that the fundamental requirement for accuracy in navigation today stems from thenecessity to provide adequate separation between the aircraft. The problem is complicated by the mixed environment of traffic generated by the various airspace users.

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The effect of this is that whereas adequate navigationalguidance could be provided along a direct route with aminimum of ground aids, additional aids are necessary inorder to provide the precise guidance around prohibited ordanger areas, and in some instances between such areaswhere there is very limited airspace available for civiloperations. Similarly, in terminal areas where the navigation onto final approach path might be a relatively simpleproblem, we find that there is a need for accurately following tracks or complying with holding areas and this in turnentails further demands for navigational facilities to enable the special ATC procedures to be followed. In otherwords, we now find that there is a more stringent requirement for navigation, and with it a requirement for navigational aids which arises solely for the purposes of providing air traffic services.

However, the airlines are clearly aware of the need tomaintain the airborne carriage of requisite facilities coincidental with the provision of their ground counterpart.We must say that because of the dependence of ATC onthe navigation aids defining route patterns, it is essentialthat there be satisfactory means for ensuring continuity oftheir operation, and suitable back-up facilities must beprovided, both for the radio and radar equipment as wellas for the navigational facilities and power supplies. Thisbecomes of even greater importance in relation to landing and approach aids.

R a d a r

There is little doubt that the traffic flow in many areastoday, particularly in the terminal complexes, would besuffering even greater delays than are presently experienced were it not for the use made of radar. Secondary radar,when used in conjunction with primary radar can also beseen to be providing further improvements, albeit that theimplementation in many areas is still far behind the implementation state of the aircraft equipment.

Unfortunately, with the increasing use of radar wecould have an increasing use of radio-telephony leading tochannel congestion and subsequently to channel splittingwith all the problems of frequency planning. This leads usto believe, and we are not alone in this, that the air trafficcontrol application of radar could be much improved ifthe navigational capability of the aircraft were properlyexploited. In the very near future there will be many moreaircraft with improved navigational capability so thatinstead of the controller vectoring aircraft to deal with theproblems of opposing traffic, or even overtaking trafficduring the transition periods of climb and descent, it shouldbe possible to allocate an appropriate track for the aircraftto fly, thus relieving the controller of the task of vectoringseveral aircraft at the same time. The initial use of radarthen in a monotoring role, must inevitably lead to a reduct ion in cont ro l le r work load and hence an increase in h istraffic handling capacity. We see this as getting the bestof both worlds in that one is relying upon the accuracy ofthe aircraft navigation systems with respect to its geographical position, with the checks on separation being provided in terms of relative position by means of the controller'sradar display. We also see this as the first step forward intothe field of automation in that with the introduction of automatic data processing techniques the monitoring role is thesort of thing to which a computer is better fitted than ahuman being.

It would seem that the most advantageous way of using computers in air traffic control, opart from things likeplan processing, would be for the computer to check bymeans of radar derived data, the actual progress of theaircraft compared with the flight plan intention. This v/ouldbe a three-dimensional problem with plan position beingprovided by either primary or secondary radar, and in thelatter case using modes A or B, but of course the thirddimension, i.e. flight level information of the aircraft, being provided by Mode C. This application would furtherrelieve the controller, leaving more time for him whenalerted, to then vector the aircraft as necessary, or changethe clearance, so as to preserve the planned separation.Following on this theme it seems highly likely that in manyareas It will be necessary to apply a kind of compositeseparation in order that the availability of airspace shallnot be the controlling factor on airport or terminal areacapacity. This is not to soy that we are suggesting that aircraft should be required to follow precisely a flight path inthe vertical plane, since this would be difficult to achieve.What we are suggesting is that It is now possible for onenvelope to be considered in relation to the climb path sothat with separation being provided between the neareredges of the envelopes for different aircraft and with athree-dimensional monitoring a greater economy of airspace usage can be provided.

Nothing mentioned above is not currently the subject ofresearch and development in a number of States but evenif there should be a successful outcome it could be nullifiedif the conflict between civil and military operations is notresolved. In this paper we have used the term "integrationof Air Traffic Services". We mean the provision of a common air traffic system for both civil and military aircraft.Ideally, only one ATS unit should be responsible for theprovision of air traffic services within a given portion ofairspace. The delegation of authority from, one unit to another, including a military ATS unit, may be acceptable ifthis results in improved service, and provided the following are ensured:

a) The availability of adequate communication links between the respective civil and military units to enableef fec t i ve coord ina t ion .

b) The delegation of authority by letters of agreement.

c) The application of ICAO Separation Standards in protecting civil aircraft operations.

d) The competency of controllers in the application ofICAO S tanda rds .

In the space of time available I have only dealt with afew of the factors which ore associated with the air trafficcontrol organisation — there are many others which hovea distinct and definite bearing. As airlines and under theauspices of lATA, we are interested in all aspects andlATA will continue to play its part in discussions and developments of im.proved aids and facilities in cooperationwith ICAO, its member Administrations and other organisations, such as the ones represented here today. However,I must make one final point; planning and discussions orenecessary, but the goal to be achieved is CoordinatedImplementation. With high capacity and supersonic aircraftimmediately approaching, we express the sincere hope thatthe realisation phase can be expedited.

15

ATCTraining Simulator for theGerman Air Traffic Control School, Munich

By Wolfgang Schmidt*

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Air Traffic Control is sucfi a complex process that it isdifficult and frequently impossible to test new proceduresor new equipment in an operational ATC system.

Equally difficult is the training of novice controllers ina l ive environment. The decisive role which the Air TrafficController plays in the ATS system not only requires detailed knowledge of the rules of the game and professionalskills to deal with the routine operation, but such qualifica t ions wh ich enab le h im to a lso tack le the "ou t -o f - theordinary" and emergency situations.

In the course of his training the Controller should beconfronted with all situations which may possibly occurin the control of air traffic. The more realistic his trainingthe more efficient will he be in the live operation. Thisdoes not necessarily mean that a Trainee Controller shouldstart working in a live environment, for instance a Toweror a Centre, as soon as he has fin ished h is basic theoretical course. Such an approach would not be very econ o m i c a l .

And yet there is this need for realistic training whichresembles as near as possible the live operation.

The answer is: ATC Simulators.Simulators ore used to an ever increasing extent for the

training of controllers and for testing new procedures andequipment which, in its functions, should be identical tothe material used in the field. Such simulators should hencebe able to operate in conjunction with current ATC equipment and should be flexible enough to permit the testing ofprocedures and equipment to be introduced in the nearfuture. This degree of flexibility con be achieved with digital computer systems whose functions can be adapted toATC development by means of programs.

AEG-TELEFUNKEN is presently producing on ATC simulator for the German Administration of Air NavigationServices, which is destined for the Air Traffic Control Schoolin Munich. I t w i l l be used to t ra in A i r Tra ffic Cont ro l le rswho will work with conventional radar display units andwith new synthetic display systems. The new display system

DERD disploy

1 7

provides a fully synthetic, computer-controlled picture ofradar data. It resembles — in its structure — the plan-position indicator (PPI) with which the controllers are familiar. A TR 86 digital computer, the pilot display units SIG301-86 and input devices such as rolling boll and keyboardare the main components of the new display system, theacronym of which is DERD (Digital Extracted Radar Data).DERD wil l be connected to the simulator in i ts normal configuration, OS used in the field, without any changes of theoperating mode. The simulator must assume, among otherthings, the functions of the radar systems and digital ext r a c t o r s .

The second display system which will be connected tothe computer consists of the equipment presently used inGerman ATC units for the display of primary and secondary raw radar information. The simulator consoles forcontrollers, "pilots", and instructors ore all equipped withthe same type of display units. Their precise functions canbe varied from one exercise to another by means of thecomputer program. Hence the equipment configuration canbe "tailormade" to meet the requirements of the exercisespecification, with great flexibility as to the number ofcontrollers, pilots and instructors participating.

The maximum size of the training area in which theflight movements ore to be simulated is 4CX)X400 NM.Video map information is computer controlled. By changingparameters in the software which generate the map displays, it is possible to select the appropriate air spacestructure for a particular exercise. The number and positionof radars, DP stations, beacons, VORs, reporting points,airports, departure routes, holding patterns etc. can thusbe specified. In addition to general training in approachcontrol and/or enroute control, on introduction to speciallocal conditions can likewise be given.

The number of aircraft to be simulated simultaneouslyis limited to 60 for the time being. A total of 400 flight planscan be input for each exercise. The aircraft are contralledaccording to the data contained in the flight plans. At anytime, the "pilot" can take the aircraft off the flight planroute by appropriate inputs and manually control the flightmovements. The "pilot" can transfer control of the aircraft

back to the computer by means af the input "return to flightplan". Even in the "manual" mode some of the aircraftmavements are controlled by the computer.

Examples of this are: the entry into the holding patternin accordance with standard ICAO procedures or, in caseof ILS approaches, the cantrol of the approach sequence.Direction and speed of the winds aloft can be altered atany time during the exercise.

The system can simultaneously simulate the function of3 radar stations. Data about the radar system such as coverage, antenna rotation speed, primary and/ar SSR-radar,mono-radar, or back to back antenna etc. are largely opento choice. The location of DF-stations is independent of theradar head positions.

Prior to the actual exercise, parameters such as airspace structure, flight plans, radar characteristics etc. areinput. These parameters are also recorded onto magnetictape, so that in case of exercise repetition, the time required for parameter input is greatly reduced. The actualexercise is similarly stored on magnetic tape. Thus everyexercise run can be repeated, starting at any time. It is alsopossible to interrupt an exercise and repeat or continue itfrom a deflnd point of time.

On the "pilot's" consoles, only those aircraft are displayed for which the "pilot" is responsible, or those whichare about to come under his jurisdiction. Position, collsigns, actual level, cleared level, track, heading, and speedare continuously on display. Any other data, such as theintended route etc. are displayed upon request. If particularmanoeuvres have been initiated, such as holding procedures, course alteration etc., the relevant ATC clearance isalso displayed. The computer aids the pilot in so far as thisis expedient and possible, so that one pilot can controls e v e r a l a i r c r a f t .

\A/ith this simulator the ATC-School obtains a system bymeans of which the controller can be trained on the someequipment which he is going to use later in the field, andunder conditions resembling the live operation. Trainingbecomes more effective and, at the same time, the localconditions at individual control centres can already betaken into consideration at the school.

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Hey, you are looking too far to the lefti It's not the matches— It's the new high-powered 5 MV Telefunken Magnetronyou ore supposed to look at.

1 8

Corson Committee Issues Reportto U.S. Secretary of Transportation

In August 1969 the United States Department of Transportation Secretary John A.Voipe appointed an Air Traffic ControllerCareer Committee "to inquire into variousaspects of the airtraffic controllercareer".The findings and recommendations of theCommittee, although specifically relatedto the ATC situation in the United States,are considered to be of great interest tomost of our readers. We are much indebted, therefore, to the ATCA Bullettin for thepermission to reprint the following extracto f t h e " C o r s o n R e p o r t " . E d .

On January 29, the Corson Committee (Air Traffic Controller CareerCommittee) delivered its report to Secretary John A. Volpe. .Followinga comprehensive briefing of the Secretary, a summary of the report wasissued to members of the press, employee organizations, and other interested persons . . .

We ore publishing the Executive Summary of the report ... Thesummary does not go into detail; however, it will give on indication ofthe recommendations the committee has submitted on the various partsof the air traffic controller career problem after completing its study

The Honorable John A. Volpe January 29, 1970SecretaryDepartment of Transportation

Dear Mr. Secretary:

I transmit herewith the final report of the Air TrafficCont ro l le r Career Commi t tee .

This report presents recommendations as to what needsbe done with respect to (a) manning the air traffic system,(b) improving working conditions, (c) bettering the controller's career, and (d) improving employee-managementre lat ions. The recommendat ions are nei ther novel nor un

expected. They flow directly from the facts we have assembled and the analyses we present.

The need now is for action. The Committee's study, asyou know, has received widespread attention among controllers and aviation organizations. A high level of expectation has been developed that the results of this study willbe made generally available and that improvements willbe effected. Hence, we recommend that you ensure theearly and wide distribution of this report.

Some recommendations that are presented, if they areaccepted, can be implemented immediately. There is anespecial need for expeditious consideration of those recommendations designed to resolve the employee-management relations problems which threaten the system. Timewill be required to implement other recommendations, orto obtain legislation to permit the implementation of stillothers. We suggest that, to ensure the action that is needed,you fix promptly responsibility within FAA for evaluatingthe recommendations that are presented, and that you fixin the Department responsibility for a continuing review ofthe action taken. If, as individuals, members of this Committee can assist you in the future by appraising the progress made, we will gladly do so.

We have enjoyed this opportunity to serve you and yourDepartment. Our carrying out of the tasks assigned us hasbeen materially facilitated by the generous cooperation ofyour colleagues — Under Secretary James M. Beegs, Assistant Secretary Alan L. Dean, FAA Administrator John H.Shaffer and others. In addition, we have been assisted inlarge measure by the able staff that you made available tous through contract with Fry Consultants Incorporated andthrough the loan of departmental staff members. We areespecially indebted to Bertrand M. Harding, for his abledirection of the staff, and to Ellen Wormser of Fry Consultants and to Edward Curran and Edmund 'Longen of theDepartment of Transportation for their assistance in coordinating the staff's efforts.

Respectfully submitted for the Committee,

/S/ John J. CorsonC h a i r m a n

Members o f t he A i r Tra ffic Con t ro l l e r Caree r Commi t tee :

M r . P e t e r W . B e r n h a r d

D r . A l l e n D . C a t t e r s o n

Dr. Robben W. FlemingM r . A r t h u r D . L e w i sMr. James M. MitchellMr. Stanley H. Ruttenberg

T h e C a r e e r o f t h e A i r Tr a f f i c C o n t r o l l e r —A C o u r s e o f A c t i o n

Executive Summary of the Reportof the Air Traffic Controller Career Committee

I n t r o d u c t i o n

Background

The air traffic controller career problems that gave riseto the establ ishment of th is Commit tee hove existed s incethe early Sixties. During the years since then, these problems have been aggravated by the rapid growth in airtraffic, delay in the resumption of controller recruitmentfollowing its virtual discontinuance between 1963 and 1967,and by the lack of positive efforts to diagnose the personnel needs of the system and to meet them,. By mid-1968,these factors had caused acute unrest among the controllerwork force, unprecedented strife between organized controllers and FAA's management and in two or more instances, the threatened breakdown of a service that is essentialto the safe and efficient operation of this Nation s air transport system.

The Commi t tee ' s Manda te

Department of Transportation Secretary Volpe appointed, on August 4, 1969, an Air Traffic Controller Career

1 9

Committee ''to inquire into various aspects of the air trafficcontroller career". The Secretary requested that the inquiry"cover, but not be limited to, employee compensation, workenvironment, employment practices, training, employee/management relations, organization and direction".

The Committee, composed of citizens with a combination of relevant experiences — in aviation, aviation medicine, air traffic control, labor relations, and public administration, endeavored to fulfill this mandate in the following ways:

— Face-to-face discussions with approximately 400 controllers and TOO supervisors at about 30 facilities.

— Study of written views of, and extended discussions with,officials of employee and aviation-related organizations OS to problems affecting air traffic personnel andof various recommendations as to what action shouldb e t o k e n .

— Consultation with representatives of the Civil ServiceCommission, the Bureau of the Budget, and the NationalAeronautics and Space Administration.

— Extensive staff research to provide objective data forC o m m i t t e e c o n s i d e r a t i o n .

A succession of Committee meetings was held to consider the views and analyses derived from these many sources in order to formulate the findings and recommendations presented in this report. The Committee believes thatthere is a clear need for prompt action.

The Contex t w i th in wh ich the Cont ro l le r Func t ions

The air traffic controller is an essential and centralelement in a complex system composed of planes, pilots,air space, airports, facilities and equipment, the FederalAviation Administration, etc., on which the safe and efficient operation of air transport in the United States restsnow and fo r the immedia te fu ture .

Our review indicates that this system has experiencedserious shortcomings — particularly during the decade ofthe Sixties. Recent substantial budget increases and additional financial resources to be m.ade available under theAirport and Airways Development Act hold promise for thefuture; however, it is our view that the improvement willnot materially change the existing system for a number ofyears. In the meantime, the controller will continue to beara heavy burden in making an understaffed and unaer-financed system work.

T h e C o n t r o S l e r ' s Ta l e n t s a n d R o l e

The Committee is impressed with the fact that air traffic controllers constitute a unique professional group within the Federal establishment. While many other categoriesof employees must possess some of the talents, and whilemany other jobs impose some of the exacting responsibilities, few combine as many demands upon the individual asdoes the job of the controller.

The successful controller appears to require — at leastthe following special talents and aptitudes:— A highly developed capacity for spatial perception.

— A keenly developed, quick and retentive memory.

— A capacity for articulate and decisive voice communic a t i o n .

— A capacity for rapid decision making, combined withmature judgment.

There is compelling evidence that many controllers workfor varying periods of time under great stress. They areconfronted with the necessity of making successive life anddeath decisions within very short time frames — decisionsrequiring constant standards of perfection.

The operations schedule in most facilities requires thatthe personnel work on a 24-hour, multi-shift basis 365 daysa year. This schedule adds to the day-in-dcy-out wear andtear on the individual and to the disruption of normalfamily and social relationships. The controller is convincedthat the job is unique in that he will burn out" betweenages 40—50 and will not be able to continue controllingt r a f fi c .

Manning the Air Traffic SystemThe Air Traffic Service has been inadequately staffed

for at least three years. Recent recruitment has tended toalleviate this dangerous over-all shortage of personnel,but serious deficiencies still exist in important facilities. Nosignificant improvement in the demands made upon thecontroller will be made until these deficiencies in staffingare corrected. The controller authorization for 1970, plusthe 1971 request, will obviously improve existing conditions,b u t —

— There is general agreement that the methods currentlybeing used for determining personnel needs ore inadequa te .

Manpower utilization policies and practices vary greatly among facilities for no evident reasons. This furtherconfuses the issue of the adequacy of staffing.

— Extreme staffing shortages, especially in relation to current authorization of journeymen controllers, exist inseveral facilities (centers in particular) that serve verysubstantial volumes of air traffic.

— The shortage of staff is aggravated by the presence inbusy facilities of a plethora of untrained developmen-tals whose training adds substantially to the work loadof the journeymen.

— The extremely high attrition rote among those recentlyrecruited (as high as 22% in the center option) furtheraggravates the staffing shortage.

— The current rate of recruitment offers no assurance thatthe agency will meet its 1970 hiring goal.

— Recruitment, hiring and assignment processes ore designed to meet the needs of individual facilities andregions and are not related to the over-all staffingneeds of the system.

R ecommendafions

The immediate actions required to alleviate the seriousunderstaffing of facilities and to provide assurance that theair traffic control system can meet its responsibilities are:

2 0

1. Detail fully qualified controllers immediately tothose high density facilities in which serious staffingshortages exist.

2. Substantially improve the system by which applicantsa r e a t t r a c t e d t o a n d r e c r u i t e d f o r t h e A i r Tr a f fi cService in order to increase the number and improvethe quality of those hired.

3. Develop as promptly as possible revised methods fordetermining the staff needed which:

— Are based on more equal distribution of workload,

— Recognize the environmental and operating characteristics of individual facilities, and

— Provide adequately for the reduction of presently required overtime, and for training, leave andother non-operational requirements.

4. Develop immediately and initiate as promptly aspossible on accelerated qualification training program for individuals now serving as developmentalc o n t r o l l e r s i n f a c i l i t i e s .

5. Develop in fact, as well as in theory, a tradition ofgeographical mobility among controllers to the endthat the needs of the system, rather than the personalpreferences of the individual, control assignments.

6. Require that control experience in high density facilities be a prerequisite for appointment to higherlevel staff and supervisory positions in the ATS.

The Cont ro l le r ' s Career

Perceptions of the Controller

Based upon the Committee's extensive discussions withcontrollers, their supervisors, and the employee organizations which represent them, we conclude that the FAA isconfronted with a highly disaffected work force. The majoritems of complaint are:

— Working conditions ore unsatisfactory and place anexcessive burden on the controller — ranging from poorequipment to inadequate relief from particularly stressful position assignments.

— Not enough staff, and particularly fully trained staff, tomeet the demands of the system.

— Too stringent policies on approval of Familiarization(FAM) trips.

— Too much differential in compensation between highand low density facilities (according to controllers atlow density facilities).

— Not enough differential in compensation between highand low density facilities (according to controllers athigh density facilities).

— Inadequate training — both at entry and in order tomaintain proficiency. Controllers also complain of thelack of good supervisory training programs.

— Inadequate provision for reassignment, retraining, or

early retirement for controllers who ''burn out" — typically betleen 40 and 50 years of age.

The above views of controllers and their organizationalrepresentatives were also discussed, on several occasions,with representatives of FAA management.

Working Conditions

The Commi t tee found much jus t i fica t ion fo r thenumerous criticisms of working conditions. The major problems ore that:

— The secluded nature of many of the facilities limit directcontact with the "real world" of aviation, resulting incontroller dissatisfaction;

— The physical environment in most of the older terminalsand flight service stations leaves much to be desired;

— Control equipment is inadequate both in terms of quality and quantity, and

— Management policies affecting working conditions arein need of examination and reappraisal.

T h e C o m m i t t e e r e c o m m e n d s t h a t t h e F A A :

1. Reduce the time that controllers are required tospend on operational positions — particularly thoseinvolving heavy traffic. This reduction should beaccomplished by limiting consecutive hours on positions and total hours per day in operational duties,more liberal annual leave policies and greater useof FAM trips.

2. Undertake with controllers and their employee organizations negotiations designed to lengthen theinterval between shift rotations. Simultaneously, undertake an intensive, systemwide study of the physiological effects of alternative shift rotation practices.

3. Re-evaluate the nature and quality of annual medical examinations of controllers.

4. Improve the quality and quantity of existing facilitiesand equipment.

5. Undertake a thorough study of the man — machinerelationships involved in the controller's exercise ofhis duties.

S e l e c t i o n

The selection process is fundamental to the developmentof a viable controller organization. Both the individual andthe agency have a great stake in the efficiency of this portion of the personnel process. Many inadequacies werefound in the existing system, including:— Failure to attract an adequate number of applicants and

to inform adequately those who are attracted abouttheir potential career.

— Fa i lu re to d i f fe ren t ia te be tween those cand ida tes bes t

suited for service in either centers, terminals, or stations.

— Granting of undue weight to prior experience which iso f d o u b t f u l r e l e v a n c e .

21

— The inadequacy of present instruments used — i. e.,wr i t ten tests , in terv iew, e tc .

— The lack of reliable objective measures of the proficiency of a controller, thus inhibiting the evaluation andimprovement of its selection processes.

T h e C o m m i t t e e r e c o m m e n d s t h e f o l l o w i n g :

1. Improve the hiring bulletin to the end that it moreadequately describes the occupation.

2. Inaugurate a ''prehiring" orientation program forapplicants in order to further test the individual'scapacity for and interest in the occupation.

3. Initiate an intensive analysis of the differential talents required for the three controller options inorder to refine se lec t ion cr i te r ia fo r each.

4. Reconstruct the wr i t ten test to inc lude tests of otherrequired skills and examine the present rules governing the types of experience deemed qualifying foremployment.

5. Either through the examination process, or by speciallegislation, eliminate the large number of presenthires above age 30.

6. Reduce the "wash-out" rate at the FAA Academythrough additional coaching and observation.

7. Improve the interview process by better selectionand training of interviewers and developm.ent ofmore standardized guidelines for the interview proc e s s .

8. Reappraise all selection processes to assure that theyseek out, and do not discriminate against, minorityg r o u p s .

9. Develop more systematic and objective means forthe proficiency of the controller on the job.

10. Detail fully qualified controllers immediately to thosehigh density facilities in which serious staffing shortages exist.

Controller Training

As in the case of controller selection, both the individualand FAA have a substantial stake in the process by whichFAA develops controller capabilities. The Committee examined the FAA controller training activities at the FAA Academy and at facilities and found :— There are currently about 5,000 recently recruited con

trollers in the training — or developmental — pipeline.It is anticipated that another 4,000 might be added during the current fiscal year.

— The FAA Academy is greatly over-crowded as a consequence of recent recruitment efforts. An evening-nightshift is anticipated.

— On-the-job training at facilities is characterized by non-standardized course material and proficiency requirements and by instructional staffs which too often appearto have minimal training for their role; radar trainingat the centers is not sufficiently standardized or undertaken at an early enough point in the process.

— Training programs directed at maintaining journeymanproficiency and developing supervisory and management capabilities are virtually non-existent.

T h e C o m m i t t e e r e c o m m e n d s t h a t F A A :

1. Revise the basic training schedule and curriculum forboth centers and terminals to the end the trainingperiod is shortened and made more relevant to theoccupational requirements.

2. Establish a new and more rigorous proficiency training program for journeymen controllers.

3. Revise and emphasize supervisory and managementtraining programs for present and potential supervisory personnel.

4. Provide greater capacity for training through simulat ion devices.

5. Develop the teaching qualifications of the FAAtraining staffs.

Compensating ControllersThe pay system under which controllers are compensat

ed is obviously an important element in any total pictureof the career. The Committee found that although thepay structure is generally in line with comparable occupations within the Federal structure, many inequities exist asbetween individuals within and as between facilities, and that there is unwarranted "compression" of salaries at the supervisory level in many facilities.

The Commi t tee recommends tha t FAA:

1. Provide a monetary attraction for employment incertain high density high cost-of-living facilities byspecial pay rates. Authority for this arrangementprobably exists in current Civil Service law.

2. Revise — and make more realistic — the criteriaunder which facilities are rated and individuals aregraded.

3. Seek leslglation that will provide FAA with more"supergrades" or will allow authority to place allupper management FAA positions in an "excepted"status and thereby create higher salary levels forhigh density facility chiefs, reducing grade compression at these locations.

Career Progression

The opportunity to progress — occupationally andfinancially — is a key requisite for the members of a satisfied and productive work force. It is also a vitally importantconsideration, if management is to maintain a constantsource of qualified candidates for its most important anddemanding positions. The Committee found that:— The essential characteristic of the present system is that

the employee is recruited for — and remains within —a particular facility.

— This tendency toward a largely immobile work force isparticularly harmful to the higher density/high cost-of-

2 2

living facilities. In fact, there are a number of disi n c e n t i v e s f o r t r a n s f e r t o t h e s e l e s s d e s i r a b l el o c a t i o n s .

— There appears to be no notional program designed to identify and develop a supervisory manageriali n f r a s t r u c t u r e .

T h e C o m m i t t e e r e c o m m e n d s t h a t t h e F A A :

1. Formulate a career development plan that will prov ide a sys temat i c na t iona l p rog ram fo r p rogressively responsible assignments of controllers.Such a system should culminate, for the most talented controllers, in assignment to the most difficultpositions.

2. Develop various incentives which will attract themost talented controllers to the most difficult assignments and provide means to relieve him of thesearduous duties after a reasonable period of time.

3. Establish an "ATS Managerial Training Corps" designed to provide a carefully selected and trainedcadre of manager ia l ta lent .

Alternative Employment or Retirement

A major cause of dissatisfaction among controllers isthe widely held belief that they are confronted with theprospect of an early "burn out", after which they will beunable to continue in their chosen profession and will havefew, if any, alternative m.eans of maintaining their economic status. The Committee found little fully documentedevidence to support or deny the early "burn out" theory,but there is supporting evidence that indicates that theprofession is "stressful" and that controllers do, in fact,incur disability at an earlier age than the noncontrolleremployees of FAA. The Committee recommends thatthe FAA:

1. Provide exacting annual proficiency examinationsfor all controllers and promptly remove those unable to meet acceptable standards.

2. Provide a counseling and training program designed to place in alternative positions, those controllers who can no longer safely and effectively controla i r t ra f fic .

3. Make necessary arrangements for selected controllers to take courses from the United States ArmedForces Institute, of the Department of Defense.

4. Seek legislation to provide an "early retirement"provision for those controllers who have experienced high density duty and who cannot be retrained orreassinged to less arudous tasks.

Employee/Management RelationsThe Committee found that employee/management

relations within FAA are in a state of extensive disarray,due to ineffective internal communications, to failure on thepart of FAA management to understand and accept therole of employee organizations, and to ill-considered andintemperate attacks on FAA management by certain employee unions. The Committee recommends that theF A A :

1. Re-evaluate and revise existing communication policies, and procedures in order to build a more effective interchange between FAA management and employees.

2. Take full advantage of the opportunity afforded bythe new Executive Order (11491) on labor/management relations to revise its practices on dealing withl a b o r u n i o n s

3. Reconsider its position regarding the appropriatebargaining unit(s) for controllers.

4. Centralize authority for dealing with employee organizations on national issues, while decentralizing responsibility for handling local problems.

Needed In fo rmat ion and Research

T h e C o m m i t t e e f o u n d t h a t t h e r e i s i n s u f fi c i e n t r esearch and analysis relevant to all aspects of the controlle rs ' career, and recommends add i t iona l emphas ison and coordination of this vital aspect of FAA's management responsibility.

C lear A i r Turbu lence In format ionfor Pi lots and Control lers*

The following explanatory article on clear air turbulence (CAT) isquoted from a recent Flight Safety Foundation bulletin to pilots. It isbeing reprinted for the information of ATC personnel, particularly thosein Area Control Centers who primarily handle en route aircraft, althoughterminal facility controllers should also be aware of the CAT phenomenaas it affects aircraft operations in terminal area airspace.

Incidents of clear air turbulence increase sharply inJanuary and February, and while complete answers as tothe cause of CAT ore as yet unknown, it is generally conceded that CAT is closely related to high temperature gradients that develop in the atmosphere. Any high pressureridge aloft preceded by rapid temperature changes; anytrough aloft or surface front accompanied by exceptionally high temperature changes . . . either can be a source ofCAT. Also, areas aloft downstream from strong warm airadvection in the lower levels (850 to 500 mb) ore CAT prone.Recent studies produced the following suggestions:

Insofar as possible, avoid —— Mountain wave zones at times when a strong tongue

of warm air, at 850 mb, lies over or to the lee of themountain range and the 500 mb winds are blowingacross the mountains at 30 kts or more and increasing.

— Mountain wave zones at times when any surface frontswith exceptionally high thermal gradients accompanying them are moving across the mountains.

— Mountain wave zones when temperatures aloft ore colder than standard and winds are blowing across themountain range, especially when temperatures at 500mb are wel l above standard.

Reprinted with kind permission of ATCA Bulletin.

2 3

— Strong jet stream winds curved anticyclonicaliy, especially when winds in the lower levels (surface to 500 mb)are cutting in under the jet stream from the northwesto r w e s t .

— Areas above and downstream from sharply curving isotherms at 500 mb, especially when the wind flow has afl a t t e r c u r v e t h a n t h e i s o t h e r m s .

— Narrow lines or ribbons of cold air aloft, especiallywhen the temperature changes rapidly on either side.Temperatures that drop at a rate of 1 °C or more perminute in flight indicate possible turbulence ahead.

— Zones of apparent strong cold air advection aloft.

— Zones where winds are blowing across contours towardshigher pressure ranges.

— Flying at or near the tropopause. This feature is usuallyindicated by a definite change in sky color. The paleblue-gray or haziness of the upper troposphere givesway to the clear, often deep blue of the stratosphere.

The change is most apparent in strong inversions whereCAT exposure is higher than in the weaker inversionsituations. Climbing to about 4,000 feet above the tropopause level should minimize turbulence exposure.

Relatively CAT-free areas will be found —— In the warm air above the tropopause in areas of weak

temperature changes.— In areas of weak temperature gradients, provided no

sharp wind shifts or strong winds are found in adjacentlayers.

— Above the tropopause in areas of apparent warm airadvection or when flying toward warmer temperatures.

— In relatively straight or slightly curved wind flow, whenonly minor variations in wind speed and direction orefound be low.

— In penetrating the tropopause where temperature changes on either side are minor.

While fhe countdown to IFATCA 70 is approaching "zero", work for the Executive Committee is getting more hectic than ever.L. to r. E. McDougoil — Secretary/Treasurer, A. Cauty — Executive Chairman, R. Wiiiianen — Vice-Chairman.

2 4

Passenger Containers to expedite Aircraft Ground HandlingThe operation of jumbo jets will flood airports with pas

sengers, baggage, freight, visitors and cars. Airport authorities and airline companies will in future only be able tooperate efficiently and at low costs if favourable tariffsare offered. This con, however, only be achieved if thetime between arrival and departure of on aircraft is asshort as possible together with an optimum load factor.

The Central Institute for R&D of the Friedrich Krupp Ltd.has developed a Passenger Unit Transport System (PUT),which fulfils these requirements and provides at the sometime a so-far unknown passenger comfort.

In addition passenger walking distances are shortened,check-in counters and aircraft gangways are combined,bottlenecks ore avoided, simplified handling procedurescon be introduced and passenger baggage is handled syn-chroneously with passengers.

The nucleus of the PUT System ore mobile highly comfortable passenger containers which can be moved onrollers through the aircraft's nose into the fuselage. Thispassenger container is completely independent of the aircraft and includes seats, baggage boxes, as well as exchangeable toilets, restrooms and galleys. The power supply for lighting, air-conditioning and communications isalternatively attained either by the terminal building or bythe aircrbf t .

The connecting link between the aircraft and the airport terminal is the lifting stage equipped with a platformonto which rol lers are mounted.

The terminal is designed for a de-centrolised operationwhereby all handling facilities are found in the vicinity ofthe a i rcraf t concerned.

The PUT service terminal situated at the apron is divided into 4 adjacently located boxes which con receive twotimes three containers. The fourth box is reserved for standby cells and is used for maintenance purposes.

Servicing of the container boxes con now be carriedout after the departure of an aircraft and 6 out of 17 servicing cars are no longer required.

By means of on electronic data processing system thepassenger will only spend 30 seconds at the ticket counterif 120 passengers are considered per container and 4 counters are in operation. After check-in the passenger entersthe container, stows away his baggage and sits down. Conventional lounges are therefore superfluous. Interestingto note is the possibility to also provide baggage containers in order to ovoid separate handling of baggage.

After arrival of on aircraft the following will happen:the aircraft taxies head-on towards the terminal, the nosewill lift, the lifting stage moves into position and the firstpassenger container rolls out of the aircraft onto the stageand is car r ied towards one of the boxes in the termina l

building and moved in. This procedure is repeated twicefor the remaining containers in the aircraft and 3 timesin the opposite direction for the 3 cells with departing passengers. Right after the lifting of the nose part, refuelingand inspection of the oircroft commences. The transportspeed of the containers is 0.5 m/s. Given an average lengthof 35 m per container, the complete exchange of cells willonly require 7 minutes. If a fast underground refueling system is ovoilbale, the jumbo jet is ready for take-off after1 0 m i n u t e s .

Variations of the PUT System ore possible for almostall types of terminal buildings and they can be adapted tolong-, medium- and short-range operation, whereby it isexpected that PUT will work most effectively for short-range hauls. Passenger transition during intermediate stopscan also be achieved in accordance with the through-coachprinciple. Smaller mobile containers could be placed onunder-carrioges, coupled with other containers and sentas high-speed railway to the city.

The PUT System is not only advantageous for airlinecompanies but also for aircraft producers. An aircraft designed for such a system provides for a quick transitionfrom a passenger to a freight version, whereby mixed passenger/freight versions are also possible.

The PUT System is the consequent further developmentof the quick-change principle combined with a comfortables o l u t i o n f o r t h e p a s s e n g e r s . G a / K p

Passenger handling at the aircraft oft h e f u t u r e .Cross-section of a PUT mock-up withlifting stage, container boxes and ticketcounters. A passenger container isrolling from one of the boxes across thelifting stage into the aircraft.

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Corporation Membersof fhe Internat ional Federat ionof Air Traffic Controllers' Associations

AEG-Telefunken, Ulm/Donau, GermanyThe Air Transport Association,Washington D. C., U.S.A.Wolfgang Assmann GmbH., Bad Homburg v.d.H.Compagnie Generale de Telegraphie sans FilMalakoff, Paris, FranceCossor Radar and Electronics Limited,Harlow, EnglandThe Decca Navigator Company Limited, LondonELLIOTT Brothers (London) LimitedBorehamwood, Herts., EnglandFERRANTI LimitedBracknell, Berks., EnglandGlen A. Gilbert & Associates,Washington D. C., U.S.A.IBM World Trade Europe Corporation,Paris, FranceInternational Aeradio Limited,Southall, Middlesex, EnglandITT Europe Corporation, Brussels, BelgiumJeppesen & Co. GmbH, Frankfurt, GermanyThe Marconi Company Limited Radar DivisionChelmsford, Essex, EnglandN.V. Hollandse SignaalapparatenHengelo, NetherlandsN.V. Philips Telecommunicatie IndustrieHilversum, HollandThe Plessey Company LimitedChessington, Surrey, EnglandSelenia - Industrie Elettroniche Associate S.p.A.Rome, ItalyThe Solartron Electronic Group, Ltd.Farnborough, Hants., EnglandTexas Instruments Inc., Dallas 22, Texas, USAWhittaker Corporation,North Hollywood, California, 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 Corpoiarion ivlembers.Corporation Members support the aims of the Federation by supplying the Federation with technicalinformation 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 thefi e l d o f a i r t r a f fi c c o n t r o l .

2 6

The In te rna t i ona l Federa t i onof A i r Traffic Contro l lers Assoc ia t ions

A d d r e s s e s a n d O f fi c e r s

A U S T R I A

Verband Osterreichischer FlugverkehrsleiterA 1300, Wien Flughafen, Austria, Postfoch 36P r e s i d e n t A . N a g yV i c e - P r e s i d e n t H . K i h rS e c r e t a r y H . B a u e rD e p u t y S e c r e t a r y V / . S e i d IT r e a s u r e r W . C h r y s t o p h

B E L G I U M

Belgian Guild of Air Traffic ControllersAirport Brussels NationalZaventem 1, BelgiumP r e s i d e n t A . M a z i e r sV i c e - P r e s i d e n t M . v a n d e r S t r a cS e c r e t a r y C . S c h e e r sSec re ta ry Gene ra l A . Dav i s te r

E d i t o rIFATCA L ia ison Officer

A . M a z i e r s

M . v a n d e r S t r a a t eC . S c h e e r s

A . D a v i s t e rH. CampsteynJ. MeulenbergsE . C o o l s

C A N A D A

Canad ian A i r Tra ffic Cont ro l Assoc ia t ion56, Sparks StreetR o o m 3 0 5

Ot tawa 4, CanadaP r e s i d e n t J . D . L y o nF i r s t V i c e - P r e s i d e n t R . M c F o r l o n eSecond Vice-President D. M. DiffleyM a n a g i n g D i r e c t o r G . J . W i l l i a m sT r e a s u r e r A . C o c k r e m

CYPRUS

The Cyprus Air Traffic Controllers AssociationNicosia Control TowerNicosia, CyprusC h a i r m a n A . P a p a t h o m a sS e c r e t a r y T . T h e o d o t o uT r e a s u r e r A . A v g o u s t i s

DENMARKDanish Air Traffic Controllers AssociationCopenhagen Airport — KostrupD e n m a r k

C h a i r m a n O - C h r i s t i a n s e nV i c e - c h a i r m a n P. H a n s o nSecre ta ryT r e a s u r e r S t r a n dIFATCA Liaison OfFicer V. FrederiksenMember of the Board E. Christiansen

F I N L A N D

Association of Finnish Air Traffic Control OfficersSuomen Lennonjohtajien Yhdistys r. y.Air Traffic ControlH e l s i n k i L e n t o

F i n l a n d

C h a i r m a n V . S u h o n e nV i c e - C h a i r m a n N . T o r h o n e n

S e c r e t a r y R . J d r v i n e nT r e a s u r e r H . P u l l i n e nI F A T C A L i a i s o n O f fi c e r F . L e h t o

F R A N C E

French A i r Tra ffic Cont ro l Assoc ia t ionAssociat ion Profess ionnel le de la Ci rcu la t ion Aer ienneB. P. 206, Paris Orly Airport 94F r a n c e

P r e s i d e n t

F i r s t V i c e - P r e s i d e n t

Second Vice-PresidentGenera! SecretaryT r e a s u r e r

Deputy SecretaryDeputy TreasurerI F A T C A L i a i s o n O f fi c e r

A . C l e r c

J . M . L e f r o n cM . P i n o n

J . L e s u e u rJ . B o c a r d

R. PhilipeouM . I m b e r tA . C l e r c

G E R M A N Y

German A i r Tra ffic Con t ro l l e rs Assoc ia t i onVerband Deutscher Flugleiter e. V.3 Hannover-Flughafen, GermanyPostlagerndP r e s i d e n tV i c e - P r e s i d e n t

C h a i r m a n A T C

C h a i r m a n M I LC h a i r m a n A I S

Secretary

W . K a s s e b o h mH . G u d d a t

E . v o n B i s m a r c kW . E h r h a r d

W. KronckeH . J . K I i n k eK . P i o t r o w s k i

G R E E C E

Air Traffic Cont ro l le rs Assoc ia t ion o f Greece

10, Agios Zonis Street, Athens 804, GreeceP r e s i d e n t C . T h e o d o r o p o u l o sV i c e - P r e s i d e n t N . P r o t o p a p a sG e n e r a l S e c r e t a r y E . P e t r o u l i a sT r e a s u r e r S . S o t i r i a d e s

H O N G K O N G

Hongkong Air Traffic Control AssociationHongkong AirportP r e s i d e n t K . M a l c o l mS e c r e t a r y M . A . W i g h t m a nT r e a s u r e r L e u n gIFATCA L ia ison Officer E. Co l l ie r

I C E L A N D

Air Traffic Control Association of IcelandReykjavik Airport, IcelandC h a i r m a n G . K r i s t i n s s o nS e c r e t a r y S . T r a m p eT r e a s u r e r K . S i g u r o s s o n

I r a n i a n A i r Tr a f fi c C o n t r o l l e r s A s s o c i a t i o nMehrobad International Airport

Secretary General T. Sepehri

I R E L A N D

I r i s h A i r Tr a f fi c C o n t r o l O f fi c e r s A s s o c i a t i o nA T S S h a n n o n

P r e s i d e n t J . E . M u r p h yG e n . S e c r e t a r y J . K e r i nT r e a s u r e r P . J . O ' H e r l i h yAsst. Gen. Secretary M. Durrack

I S R A E L

A i r Tra f fic Con t ro l l e r s Assoc ia t i on o f I s rae lP. O. B. 33

Lod Airport, IsraelC h a i r m a n

V i c e - C h a i r m a nT r e a s u r e r

W. K a t zE. Med incD . F u r r e r

Associazione Nazionale Assistenti e Controlloridella Civil Navigazione Aerea ItaliaV i a C o l a d i R i e n z o 2 8

Rome, ItalyP r e s i d e n t D r . G . B e r t o l d i , M . P .S e c r e t a r y L . M e r c w r iT r e a s u r e r A . G u i d o n i

L U X E M B O U R G

Luxembourg Guild of Air Traffic ControllersLuxembourg AirportP r e s i d e n t A . K l e i n

S e c r e t a r y H . T r i e r w e i l e rT r e a s u r e r J . R o n k

N E T H E R L A N D S

N e t h e r l a n d G u i l d o f A i r Tr a f fi c C o n t r o l l e r sP o s t b o x 7 5 9 0

Schiphol Airport Central, NetherlandsP r e s i d e n t T h . M . v a n G a a l e nS e c r e t a r y F . M . J . M e n t eT r e a s u r e r P . K a l f fM e m b e r , P u b l i c i t y A . V i n kMember, IFATCA-affa i rs B. H. van Ommen

N E W Z E A L A N D

Ai r Tra f fic Con t ro l Assoc ia t i on

Dept. of Civil Aviation, 8th Floor, Dept. BIdgs.Stout Street

Wellington, New ZealandP r e s i d e n t E . M e a c h e nS e c r e t a r y C . L a t h a mI F A T C A L i a i s o n O f fi c e r G . N . M c L i n d o n

N O R W A Y

Lufttrafikkledelsens ForeningBox 51, 1330 Oslo Lufthavn, NorwayC h a i r m a n G . E . N i l s e nV i c e - C h a i r m a n K . C h r i s t i a n s e n

S e c r e t a r y J . K a l v i kT r e a s u r e r E . F e e t

R H O D E S I A

Rhodesian Ai r Traffic Contro l Assoc iat ionPrivate Bag 2, Salisbury Airport RhodesiaP r e s i d e n t C . W . D r a k eS e c r e t a r y C . P . F l a v e l lT r e a s u r e r W . V a n d e w a a l

S W E D E N

Swedish Ai r Traffic Contro l lers Associat ionPack 22, 190 30 Sigtuna, SwedenC h a i r m a n H . J e l v e u sV i c e - C h a i r m a n E . D a h l s t e d tS e c r e t a r y C . P e r s s o nT r e a s u r e r G . K a n h a m nIFATCA Representat ive B. Hinnerson

S W I T Z E R L A N D

Swiss Air Traffic Controllers AssociationP. O. Box 271CM 1215, Geneva Airport, SwitzerlandC h a i r m a n J . D . M o n i nI FAT C A S e c r e t a r y T. R o u l i nL ia ison Officerf o r Zu r i ch A i r po r t J . Gube lmann

T U R K E Y

Turkish Air Traffic Control AssociationYesilkoy Airport, Istambul, TurkeyP r e s i d e n t A l t o n K o s e o g l u

U N I T E D K I N G D O M

Guild of Air Traffic Control Officers14, South Street, Park LaneLondon W 1, EnglandM a s t e r V / . E G r o v e sExecutive Secretary W. RimmerT r e a s u r e r E . B r a d s h a w

U R U G U A Y

Asocia^ion de ControladoresAeropuerto Nacional de CarrascoTorre de Cont ro lMontevideo, UruguayC h a i r m a n U . P a l l a r e sS e c r e t a r y J . B e d e rT r e a s u r e r M . P u c h k o f f

Y U G O S L A V I A

Jugoslovensko Udruzenje Kontrolora LetenjaDirekcija Za Civiinu Vazdusnu PlovidbuNovi Beograd, Lenjinov Bulevar 2, YugoslaviaP r e s i d e n t A . S t e f a n o v i cV i c e - P r e s i d e n t Z . V e r e sS e c r e t a r y D . Z i v k o v i cT r e a s u r e r D . Z i v k o v i cM e m b e r B , B u d i m i r o v i c

2 8

W f A

( s o m Lselected

for MalmO and six other sites

The ATCR-2T is an all weather high power, L band, surveillance radar with a revolutionary digital Mil - video integrator. It is normally supplied with 2 channels whichcan operate simultaneously in frequency diversity. A dual beam arrangement reduces'angels' phenomena and enhances MTI performance without degrading low coverage.

S O U T H A F R I C AH A S O R D E R E DT H R E EA T C R - 2 T R A D A R S

- i

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control in trainingElliott airspace control -

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The simulator may be readily integrated with allother sub-systems of a control unit or complex.Alternatively it can simulate other sub-systemsinterfaces when required.The established Elliott range includes all threef o r m s o f s i m u l a t i o n s y s t e m : -(a) Autonomous installation - Training school(b) Add-on sub system 1 - Continuation and(c) In-built facility I Conversion training

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For details please contact:

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