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T h e M a r c o n i C o m p a n y L i m i t e dA N ' E N G L I S H E L E C T R I C C O M P A N Y

Radar Division, Marconi House, Chelmsford, Essex, England

Airways Surveillance RadarTerm ina l A rea RadarSecondary Surveillance Ra arSignal Processing SystemsRadar Data ProcessingFlight Plan Processing Sys eAutomated A.F T.N SystemRadar Display SystemsData Display SystemsBright (Daylight) Disp aysDistance-from-Threshold

I n d i c a t o r s

Video Map GeneratorsR a d a r L i n k s

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AIR TRAFFIC CONTROLDATA PROCESSING SYSTEMS

now largely being realised in

With SMR-124, Slgnaal's high-speed micro-min realtimegeneral purpose computer incorporated in your ATC dataprocessing system you will have at your disposal a highlymode rn p rocesso r.Signaal's experience accompanies all elements of ATCsystems, for example the micro-min digital display subsystem for radar video, synthetic dynamic and electronictabular data display.Signaal also produces primary and secondary radar videoe x t r a c t o r s .

Signaal's system covers the entire range - hardware ands o f t w a r e .

SIGNAAL radar, weapon control, data handlingand a i r t ra f fic con t ro l sys tems .

N.V. HOLLANDSE SIGISIAALAPPARATEN, HENGELO, THE NETHERLANDS

i B m a s im i m m

seleniaair traffic controlr a d a r s

uenty-tbree Selenia air traffic control radars have been ordered by Austria, India, Italy, Norway,odesia. South Africa and Sweden. Selenia microwave links, analog PPl displays and digital displaysystems are used in many of these installations. Television-type scan conversion bright display and SSRcan also be added. Where performance, reliability and quality count, Selenia 'air traffic control radarsare regularly selected.

INDUSTRIE ELETTRONICHE ASSOCIATE SpA Rome - Italy P.O. BOX 7083

1

RADAR DATA EXTRACTIONm e a n s :

Digitizing of signalsSelecting the radar information onp r e s e t c r i t e r i a sF r e e d o m f r o m d i s t u r b a n c e s

requirement for:Narrow-Band real-time transmissionCompatibility with data handlingequipment involving:A u t o - t r a c k i n gFlight plan calculationDaylight digital display presentationComprehensive symbol display

a c h i e v e m e n t s :installations of military and air trafficcontrol centres in many places inEurope illustrate the flexibility of theSRT Radar Data Handling System

STANDARD RADIO & TELEFON AB . BARKARBY . SWEDEN I T T

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, July/September 1968 V o l u m e 7 • N o . 3

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

t r o l l e r s ' A s s o c i a t i o n s , S . C . 1 1 ; 6 F r a n k f u r t a m M a i nN.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, Execut ive Secretory; Fl . Guddat,Honorary Secretary; B. Ruthy, Treasurer; W. H. End-l i c h , E d i t o r .

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

Publishing Company, Production and Advertising SalesOffice: Verlog W. Kramer & Co., 6 Frankfurt am MainN014, Bornheimer Landwehr 57a, Phone 434325,492169,Postscheck Frankfurt (M) 11727. Rate Card Nr. 2.

Printed by: W.Kramer&Co., 6 IB o r n h e i m e r L a n d w e h r 5 7 a .

nkfurt am Main NO 14,

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

Contributors ore expressing their personal points of viewand opinions, which must not necessarily coincide withthose of the International Federation of Air TrafficControllers' Associations (IFATCA).

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

Contributions are welcome as are comments and criticism. No payment con be made for manuscripts submittedfor publication in 'The Controller". The Editor reservesthe right to rnoke 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: The Decca Navigator Company, Ltd. (Back Cover); Elliott Brothers (London), Ltd.(Inside Back Cover); Ferronti Ltd. (46, 47); N. V. Hol-landse SIgnaalapparaten (2); The Marconi Company,Ltd. (Inside Cover, 1); SELENIA S. p. A. (3); StandardRadio & Telefon AB (4).

P ic ture Cred i t : Cossor /E l l io t t (49) ; Cer f (7) ; ReginaPolost Hotel (8); R. Stange (11, 13, 14, 16, 19, 20, 35, 38,50, 51, 52, 53, 55, 56, 57, 58); Telefunken AG / ArchivBilderdienst Suddeutscher Verlog (49).

C O N T E N T S

IFATCA Corporation Members

A Message from the President

Report of the Seventh Annual Conference, MunichAgendaOpening CeremonyAddress by Mr. Rudolf Hanauer, President of theBavar ian S ta te Par l i ament

Address by Dr. Otto Schedl, Bavarian Minister ofEconomics and TransportAddress by Dr. Ulrich Schmidt-Ott, Director of theAviation Department at the Federal Ministry of TransportAddress by Mr. L. N. Tekstra, President of IFATCAPlenary MeetingS u b - C o m m i t t e e A

S u b - C o m m i t t e e B

Final Plenary SessionAddresses by Members, Guests, and ObserversPresident's Closing AddressThe Move Towards Automation in Air Traffic Control,Summary of DiscussionsTechn ica l Exh ib i t ion

Binaural Hearing in ATCAcknowledgmentSocial ArrangementsOrganisation and Administration of the ConferencePublicityAt tendance L is t

Appendices to the Conference ReportBook Review

IFATCA Addresses and Officers

5

Corporation Membersof fhe International Federationof Air Traffic Controllers' AssociationsThe Air Traffic Control Association,Washington D. C., U.S.A.The 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) LirnitedBorehomwood, Herts., EnglandFERRANTI LiniitedBracknell, 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 SignaolapparotenHengelo, NetherlandsN.V. Philips Telecommunicatie IndustrieHilversum, HollandThe Plessey Company LirnitedChessington, Surrey, EnglandSelenia - Industrie Elettroniche Associate S.p.A.Rome, ItalyThe Solartron Electronic Group, Ltd.Fornborough, Hants., EnglandTelefunken AG, Ulm/Donau, GermanyTexas Instruments Inc., Dallas 22, Texas, USAWhittaker Corporation,North Hollywood, California, USA

The l„,.reaho„ol Fed.ra.ioe of Ai, Traffic Controllers- fc ,o le.it,tions organizations, and institutions interested m and concerned wi the maintenance and promotion of safety in air traffic to join their organization as Corporation Members.Corporotion 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 .

6

A Message from the President

The 7th Annual Conference of IFATCA has now been over long enough for us to collectour thoughts and try to draw some conclusions. It was a particularly successful conferencethanks to the German Controllers' Association whose members spared no pains to organize it and who con be proud of the result; thanks to the delegates who displayed botheagerness and competence during the sessions, to the observers who mode their expertknowledge available to the conference, and to our Corporate Members who gave us theunique opportunity of seeing various up to dote and sophisticated equipments, and whoreadily submitted to our fire of questions.Great impression was derived from the fact that the conference marked the beginning ofa decisive year for the federation and, through it, for the profession. As our retiring President, L. N. Tekstro, pointed out in his report, "the coming year is decisive for the international acceptance of IFATCA". The ground has been well prepared for this period ofdevelopment and the present Board of Officers are confident that, with the assistance ofthe Standing Committees and of the Member Associations, the aims set up during theprevious year and at the last conference, will be achieved.I would like, however, to emphasize the dependence of the progress of our organizationon the active cooperation of Member Associations in the work of the federation. Thefinancial contribution is certainly a basic necessity but should never be considered assufficient in itself. We have to make our views known to many international organizationsand to many meetings. If only a specialized Standing Committee is able to produce thesophisticated papers appropriate in such cases, the material, which is the essence of ourpresentations, should be readily and expeditiously provided by the Member Associationsthus relieving Standing Committees of lengthy research work and allowing more papersor studies to be made.Each individual association should be aware that it has a decisive part to play in theadvancement and strengthening of the Federation. The complacent concept to let the otherfellow do the work because one does not feel quite equal to the task, is both wrong andunacceptable.The new Board of Officers, of which I hove the honour to be part, is composed of individuals of a wide range of ages who can pool a potentiality of experience, confidence andenthusiasm which, together with a well oiled machinery which has proved itself, constitutesa valuable asset for the success of our undertakings.

M a u r i c e C e r f

7

Report of the SeventhAnnual IFATCA ConferenceMunich 21st to 25th April, 1968Bavarian Parliament Maximilianeum andRegina-Palast Hotel

Agenda

First Plenary SessionP. l O p e n i n g C e r e m o n y

P. 2 R o l l C a l l o f D i r e c t o r s

M e m b e r s h i p 2 1P.3.1 Applications for Membership

P.3.1.1 Professional MembershipP.3.1.2 Corporation Membership

P.3.2 Membership difficulties

Presentation of the Report of the Sixth Annual Conference, 1967 21

R e p o r t o f t h e P r e s i d e n t 2 1

A p p o i n t m e n t o f S u b - C o m m i t t e e s 2 d

P. 6 . 1 S u b - c o m m i t t e e A ' ' A d m i n i s t r a t i o n a n d N o m i n a t i o n "Sub-commi t tee B "Techn ica l and P ro fess iona l "Nomination of one member for each committee by each Association

P.6.2 To appoint the following officers for the sub-committees:C h a i r m a nV i c e - C h a i r m a n

Secretary

Any other business

S u b - C o m m i t t e e AA d m i n i s t r a t i o n a n d N o m i n a t i o n

Reports of the Officers

A.1.1 Honorary SecretaryA . 1 . 2 Tr e a s u r e r

A.1.2.1 Income and Expenditure Account, Balance Sheet and Reporto f t h e A u d i t o r s

A . 1 . 3 E d i t o r

A.1.4 Executive Secretary

Reports of the Standing CommitteesA.2.1 Standing Committee II "Publications and Public Relations"A.2.2 Standing Committee III "Finance"

A.2.2.1 Budget 1968 (Provisional), Budget 1969A.2.2.2 Legal Seat of the FederationA.2.2.2 Annual Membership Subscription

A.2.2.2.1 Draft Release — Devaluation of the Pound Sterling,and re-valuation of annual subscriptions

A.2.2.2.2 Determination of annual subscription proposalby the Officers

A.2.2.2.3 Determination of annual subscription proposalby the Canadian Association

A.2.2.3 Determination of Affiliation Fee Proposalby the Canadian Association

A.2.2.4 To review the ATCA (USA) Corporation Membership(Proposal by the Canadian Association)

A.2.3 Standing Committee IV"Environmental and Human Factors in Air Traffic Control"

Internal Organisation

T h e M a n u a l

Report by the Executive Secretary

A.3.2 The ConstitutionReport by the Executive SecretaryA.3.2.1 Amendments

A.3.2.1.1 Voting(Proposal by the Canadian Association)

A.3 .2 .1 .2 Dra f t Re lease(Proposal by the Canadian Association)

Page

A . 4 N o m i n a t i o n s

To consider nominations by Associations and the Officers for the followivacancies on the Board of Officers, for the years 1968 and 1969, a tour of two years:P r e s i d e n t

Present holder: Mr. L. N. Tekstra (Netherlands)2 n d V i c e - P r e s i d e n t

Vacant on resignation of Mr. R. Sadef (Belgium)T r e a s u r e r

Present holder: Mr. B. Ruthy (Switzerland)Hon. SecretaryVacant on resignation of Mr. H. Brandstetter (Austria)

• • . . 3 0

A.5.1 To consider the report of the Regional Liaison OfficersA.5.1.1 Mr. A. Nagy, AustriaA.5.1.2 Mr. J. R. Campbell, CanadaA.5.1.3 Mr. R. G. Roberts, New ZealandA.5.1.4 Mr. J. Beder, Uruguay

A.5.2 Terms of Reference for Regional Liaison Officers(Proposal by the Officers)

A.5.3 Election, attendance and voting at Meetings of the Board of Offi( P r o p o s a l b y t h e C a n a d i a n A s s o c i a t i o n ) ^

• • • 3 0

A . 6

To consider a report by the Association of Israel(65.A.18, 66.A.17)

• • 3 0

A . 7

To consider a report by the Canadian Association(65.B.35, 66.A.18, 67.A.20)

• • 30

A . 8 Loss of Licence Insurance

To consider a report by the Swiss Association(67. A.21)

• 3 0

A . 9 Annual Conference 1969

To cons ider the loca t ion and da te• 3 0

A . I O Appointment of Standing Committees

A . l l

To consider the appointment of Standing Committees II, |||, |V V and VlAny other business

. 3 0

A . 1 2 Report and proposals to the Plenary Conference 31

3 1

S u b - C o m m i t t e e B

Technical and ProfessionalB . l Reports of the Officers

B.1.1 1st Vice-PresidentB.l.2 2nd Vice-President

3 1

B . 2 Report by Standing Committee 1 "Technical and Professional Matters"31

1 0

B . 3 Work Study ProgrammePage. 3 1

To consider the following reports:B.3.1 Formulation of agreed policy for inclusion in the ManualB.3.2 Recommendations for the progressive elimination of VMC clearances

for IFR flight(66.B.5)

B . 3 . 3 R a d i o C o m m u n i c a t i o n F a i l u r e P r o c e d u r e s

(66.B.8)B.3.4 Procedures for Primary RadarB.3.5 Report of the ICAO Automation PanelB.3.6 Civi l /Mil i tary Co-ordination

(65.B.32, 66.B.17, 67.B.10)B . 3 . 7 S S R i n t h e A T C E n v i r o n m e n t

B.3.8 Consideration by Member Associations of ICAO documents,Annex 2, Annex 11, and Doc. 4444 PANS/RAC(67.B.6)

B . 4 C o - o p e r a t i o n w i t h I n t e r n a t i o n a l O r g a n i s a t i o n s 3 2

To consider a report by the Executive SecretaryTo consider a report by Standing Committee IWork ProgrammeAgenda of 6th ANC

B . 5 A p p o i n t m e n t o f S t a n d i n g C o m m i t t e e 3 2

To consider the appointment of Standing Committee I

B . 6 W o r k P r o g r a m m e 3 3

B . 7 A n y o t h e r b u s i n e s s 3 3

B.7 .1 Rhodes ian Assoc ia t ion — Semi -C i rcu la r Ru leB.7.2 Canadian Association — N.A. Separation (High Level)

B . 8 R e p o r t a n d p r o p o s a l s t o t h e P l e n a r y C o n f e r e n c e 3 3

Final Plenary SessionP . 8 R o l l C a l l o f A s s o c i a t i o n s 3 4P . 9 R e p o r t a n d p r o p o s a l s o f S u b - c o m m i t t e e A 3 4P . 1 0 R e p o r t a n d p r o p o s a l s o f S u b - c o m m i t t e e B 3 4P . l 1 A d d r e s s e s b y G u e s t s a n d O b s e r v e r s 3 4P . 1 2 A n y o t h e r b u s i n e s s 3 ^P . l 3 C l o s i n g A d d r e s s b y t h e P r e s i d e n t 3 7

Final Plenary Session at the Regina Palast Hotel

11

J

A d d r e s s e s o f W e l c o m eto the 7th Annual IFATCA Conference

Address by Mr. Rudolf Hanauer,P r e s i d e n t o f t h e B a v a r i a n S t a t e P a r l i a m e n t *

In my capacity as President of the Bavarian State Parliament, and as host of thlioneum, I hove the honour to extend cordial greetings to you, fhe participants of the Seventh Annual Conference of IFATCA, and to bid you welcome in Q^^stsC h a m b e r o f o u r P a r l i a m e n t . ® ^ ' e n o r yThis Chamber in which we are gathered for the opening ceremony ofserves the 204 representatives of the Free State of Bavaria during theirfulfilment of their constitutional tasks. It is only in very rare and exceptioit is made available for other purposes, and then only if institutions of ea ^hofstanding — especially of international stature — ask for it. These conditio ^ P riormet when the German Air Traffic Controllers' Association, \A/^r^ u__i . ' ^®'t,had beenhonorable task of organising this Seventh Conference at Munich, after fk 9' en theheld at Paris, London, Brussels, Vienna, Rome and Geneva, asked for thi beenmode available for your opening ceremony. I had great pleasure in respond" beto this request, as your Federation, with its members from 30 States of a|| ' ouroblyreoresents — also in regard to the style of your meeting — a "transnorf ^^f^bnents^sport pariair'', or even better, a "safety committee'' of worldwide aviation This of thean organisation whose activities are in the empire of the air is, as far as th \° '°' hip vvithis concerned, not without precedent. On 14th September, 1965, the 8th G ' ''ioneumof the "Federation Aeronautique Internationale" convened here with ^^'^^erenceticipants as Prof. Wernher von Braun and the Russian Astronaut Kom ' ' inent par-m e t w i t h a f a t a l a c c i d e n t . - Q - o w , w h o h a s

ptember, 1965, the 8th Genemr" convened here with c.^l ^onfe

has

Obviously, the "high flights of thought" of the politicians, whthese chambers, attract magnetically the "thoughts of flightsuch parallels.

cb are normal

Similar to the woy in which you ore responsible for ensuring com Tof the air, the politician bears the responsibility for compliance withhuman and public life". In your press release you emphasize that the I rules ofdeal of information, especially continuous and accurate data for no t °' a greatthe air traffic controller who provides this information, on his part n 'of data concerning each aircraft in his control nren In ° great amount

^ ru l es o f

of aata concerning each aircraft in his control area in order to) ° amountpicture of the air traffic situation. Of a similar nature is'he relationsh°"k ° °' Prehensivewho must orientate himself in the political sphere and the narlln between the citizen,P amentonan who, on the

basis of his elevated position and, one would hope, of his wider field of vision, must alwaysbe capable, by his poise and conduct, of providing the citizen with aids to orientationwithout himself losing the picture of the "political traffic situation". A politician who hashad the opportunity to sense the atmosphere in a control tower, which is a mixture ofprecision and suspense, radiating at the same time composure and calm, will feel respectfor your life preserving, and often also life saving profession. But he will also — from hispoint of view as a politician — envy the pilots as they receive your directions and clearances which hold the promise of safety; he will himself long for such directions in order thathe may, after a parliamentary flightleg undisturbed by turbulence, touch down smoothly onthe runway named re-election, ready for another take-off.But now, enough of such humorous parallels. Let me touch upon another aspect with whichour state and its capital are at present especially and seriously concerned. Safety, thesupreme, overriding motive of all your professional activities, raises, with growing trafficdensity and with travelling speeds exceeding that of sound, more and more stringent anddemanding requirements. The safety requirements to protect human life and materialrelated to the establishment and extension of airports affect primarily peripheral regionsof densely populated, large cities. These problems ore similar all over the world, and notrestricted to any particular place. But especially you, gentlemen, should understand that, inspite of all efforts to promote safety measures for the protection of human life, the siteselection for a new international airport must also take into account the need to preservevitally important resources of nature. It is this problem that the Bavarian Parliament willultimately have to deal with in the near future. I hope that we shall succeed in findinga site for the planned international airport "Munchen Sudbayern" which will take accountof these aspects while at the same time satisfying the requirements of air traffic control;0 site which will become a destination without peril in flights to and from the South,Southeast and, we hope, in due time to the East.With this prospect of a new decade in aviation history, a history which in the past has beenfull of events for Bavaria, I associate the wish that your Seventh Annual Conference andyour deliberations may be successful. I hope you will enjoy your stay in this country. Mayyour proceedings leave you with on opportunity to take a look around Munich and itssurroundings so that you may appreciate the beauty of our city and its countryside. Mostof all I wish that next Friday the Bavarian sky may show a friendly face, enabling you totake a good look at the southern part of our country. Perhaps you may then be inclined torecall the thoughts which I have just touched upon.It is in this spirit that I bid you again a most cordial welcome.

Adress by Dr. Otto Schedl,Bavarian Minister of Economics and Transport

\

X

Ladies and gentlemen:

I consider it an honour and a genuine pleasure to welcome on behalf of the Bavarian State Agenda Item P. lGovernment the participants of the Seventh International Conference of IFATCA inM u n i c h .

Like everybody in public life whose functions oblige him to undertake frequent journeysin Europe and abroad, I must feel indebted to you. Because amongst the German as wellas the foreign, today especially welcome participants of this important meeting will presumably be more than a few to whom I have indirectly entrusted myself as a passenger ofa transport aircraft, and who have, through their responsible and difficult work, in thetechnical seclusion of control towers and radar operations rooms of some internationalairport, ensured that I as one of the many passengers of a modern means of communication have reached safely and on time my destination somewhere in Europe or some otherc o n t i n e n t .

I am especially pleased to welcome you in Munich. I hope that you will be content withthe choice of your meeting place and that your stay in the capital of Bavaria may be apleasant one. Munich with its world wide reputation as a city of arts and of joie de vivrehas not only much to offer outside the conference agenda, it has also a special relationship to the subject of your meeting.You hove gathered here in Munich for the Seventh Annual Conference of IFATCA to discuss the special problems of air transport from the air traffic controllers' point of view, i. e.as representatives of that group of people who practically control and direct the wholeai r t ra ffic o f the wor ld .

It is here in Munich that the first German Regional Air Traffic Control Unit is located,which is responsible for the handling of air traffic in southern Germany. This importantinstitution provides air traffic services to about 20 civil and military airports and controlsthe international air routes between northern and southern Europe as well as betweeneastern and western Europe.This "Munich solution" which has formerly often been eyed sceptically, i.e. the combination of approach control and en route control services, has finally proved to be necessary.At the occasion of the inauguration of the Munich Reginal Control Unit on the 31st ofAugust, 1965, the late Federal Minister of Transport Dr. Hans-Christoph Seebohm characterized this integrated Regional Control Unit as the nucleus of a new concept of air trafficservices in Germany.Many and quite different problems in the field of air traffic control still wait for Hieirsolution. Considerable efforts will be necessary to master them, because the recordedrates of traffic growth and the forecasts concerning air traffic development indicate afurther rapid upward trend. Not only the number of aircraft will increase, but also thecomplexity of air traffic as a whole.Despite all efforts to take account of this development by introducing the most moderntechnical contrivances as data processing facilities and electronic computers, we may notforget that for a long time to come the safe and expeditious handling of air traffic canonly be guaranteed by man in the air traffic control service. As long as human beingsexercise these functions, they must be granted a proper economic and social securitywhich is adequate to the stress, the high efficiency and the dedication required.Just as the weakest link in a chain determines its strength, the quality of the services inthe air traffic control system depends on the efficiency and the dedication of their employees, especially the air traffic controllers.The air traffic controllers are responsible for many human lives and for great materialvalues. The further development of air transport depends decisively on their efficiency.Their activities are dedicated entirely to human interest. It will depend entirely on themwhether, in the future, the airplane will be a means of transportation for everybody justas the automobile or the railroad. — These air traffic controllers therefore must be enabled by the most modern technical equipment available as well as — and I do emphasizethis especially — by most advanced methods in the field of personnel management andsocial security, to apply their knowledge, their abilitites and skill in the interest of publicb e n e fi t .Thus your conference has a wide and important field of work to cover.Ladies and gentlemen, I wish that your conference may be in every respect successful. Anyprogress in the field of air traffic control is at the same time an important contribution indeveloping air transport to a more effective instrument of world economy, of the welfareof nations and moreover an instrument for the understanding among nations and for worldp e a c e .

1 6

Address by Dr. Ulrich Schmidt-Ott, Director of the AviationDepartment at the Federal Ministry of Transport *It is with great pleasure that I am offering you, at this Opening Ceremony before the Agenda item p. ibeginning of your deliberations, the greetings of the Federal Minister of Transport, whois the Patron of the Seventh IFATCA Conference, and his best wishes for a successfulconduct of your meeting.The primary objective of your Federation is to maintain safety for airspace users and tostrive for the development of suitable means required for an efficient and orderly controlof air traffic. In the course of your daily work, you are permanently confronted with theproblems of ATC which frequently require rapid decision of great consequences.Already in my previous position as representative of the Federal Republic of Germany tothe Council of the International Civil Aviation Organisation, I have followed with greatinterest the development of your International Federation, of which the Verbond DeutscherFlugleiter is a Founder Member, and I am an attentive reader of the Federation's journaland its German inlay. Both publications manifest the unceasing efforts towards the aimswhich you have set out to achieve in your organisation.Increasingly in your deliberations you will have to take account of modern technical developments. The evolutionary process which has become so v/ell apparent during the secondhalf of the Twentieth Century, viz. the growing use of sophisticated technical systems andequipment, is particularly significant in aviation. When Jumbo Jets and SSTs will take upoperation in the early Seventies, the payload and speed of aircraft will have quadrupledwithin little more than twenty years, due to the continuous development of airframe andengine capacity. Before it will have been put into operation an aircraft, being designedfor Mach 2, will already be outdated by new designs for even higher speeds.Air Traffic Services must cope with this sweeping development of aircraft, and thus theFederal Republic of Germany with all other countries are confronted with an abundanceof technical and operational problems. They can only be mastered by close cooperationbetween all directly and indirectly engaged in aviation and by pooling their efforts in thesearch for e ffic ient so lut ions.Such considerations have already very early led to the foundation of international aviationorganisations. There is no need that I emphasise to this group the benefits derived in allprincipal fields of aviation from the establishment of International Standards and Recommended Practices by the International Civil Aviation Organisation. Your Federation,IFATCA, has also acceeded to the group of organisations whose opinion is listened to ininternational aviation circles. Such recognition is honourable, but at the same time it laysupon you a share of the responsibility for the further development of the Air TrafficS e r v i c e s .

ATC problems cannot be solved by Headquarters staff alone. Competent suggestions bythe practising controller will be welcome at any time, and in the long run, they will serveto improve your operating positions, to reduce — wherever possible — controllers' workload, and to increase the safety of air navigation. One of the items of your work programme is the close cooperation with aviation authorities. The authorities will consideryour proposals with great interest.The expansion of the Air Traffic Services which we are presently facing is essentially affected by the technical progress in the field of automation, in particular on the computersector, the extraction of radar data, and the processing and display of information. In thisarea the German Aviation Administration cooperates closely with other aviation administrations. On a European basis, it is particularly the European Organisation for theSafety of Aviation EUROCONTROL, which supports the relevant developments.As regards the training of ATC staff, further efforts will lead to an International Academy.I have noted that this subject is an item on the agenda of Sub-Committee A. Based on adecision of the Permanent Commission of the EUROCONTROL Organisation, a EuropeanInstitute for Air Navigation Services will be set up at Luxembourg, where in the futurebasic and advanced training of European ATC staff will be conducted according to uniformstandards. The training will commence by the end of 1969.May I, in concluding, wish you every success for your deliberations during the comingdays, in the interest of safety of air navigation throughout the world.

* Slightly paraphrased translation from German.

17

Address by the President of IFATCA, Mr. L. N. Tekstra

1 Once again the German Air Traffic Controllers' Association is host to on internationalmeeting of controllers. This occasion tends to bring bock memories of the first internationalmeeting of controllers in Frankfurt in the fall of 1959, which was convened to explore thefeasibility of an international federation. On the threshold of the 1960's this meeting gavethe start-up clearance, which was followed 2 years later in Amsterdam by the take-offclearance from the Constitutional Conference of IFATCA!Having been engaged in this enterprise from its very beginning, I cannot resist the temptation to compare the present Conference with that memorable exploratory meeting inFrank fu r t .Frankfurt was an improvised, simple and unpretentious affair;

Munich offers an overwhelming welcome to on organized conference of an established international organisation.

Frankfurt saw the representatives of 14 European Associations;Munich welcomes the representatives of more than 30 Associations and controllergroups from all over the world.

Frankfurt was a controllers meeting;Munich is host to an aviation meeting centred on the Air Traffic Control profess i o n .

Frankfurt saw us coming in trains, old cars and propeller driven aircraft;Munich saw most of us arrive in fast modern jet airliners.

Frankfurt meant the conception of our Federation;Munich marks the advent of its coming to age.

Both, Frankfurt and Munich, however, are a demonstration of the natural bond of fellowship between the members of this truly international profession, irrespective of nationality,religion or race.Aviation is the key-enterprise to internationalism, it makes distances between places andpeople shrink to a few hours travel and thereby contributes enormously to the mutualunderstanding of peoples.The airways of the world constitute the arteries of this international body of aviation. ATCis responsible for a safe and regular flow of air traffic and may therefore well be calledthe HEART of civil aviation. Controllers are proud of this key-position of their profession,and probably this attitude has attributed more than anything else to the unexpected growthof our Federation and the enormous difference between that memorable meeting in Frankfurt and to-days Conference in Munich.Aviation and ATC have gone through a period of stormy development in these past years.The introduction of the jet transport is practically completed, traffic has increased at anenormous and unexpected rate.The beginning of the jet age caught ATC unprepared. The vastly growing amount of highspeed and high level traffic has shaken the foundations of ATC all over the world. Immense improvisation of controllers and administrations has kept the game going despiterules and procedures designed for the DC-3 age.Gradually, however, ATC is catching up with the medium it serves. Started as a develishart of control tower personnel gifted with an unbelievable sense for individual improvisation, it has out of sheer necessity grown out into a system of interdependent control positions. The art of ATC is gradually becoming a new science, aimed at finding solutions bya systematic attack on the problems both by experience and ever increasing research. It ismore and more realized that this is a truly international science: the principles involvedare the same all over the world; to-day's problems in one part of the world ore the problems of to-morrow in other parts of the world.A number of problems have been solved nationally or regionally. The experience gainedand the results of research are now being channelled by ICAO to a number of Air Navigation Conferences in an attempt to standardize requirements and procedures. Lost year s5th ANC was devoted to the departure- and approach phase, next year's 6th ANC isdevoted to the enroute phase. Apart from ICAO, a great number of notional and international organisations have also recognized the danger of ATC development laggingbehind the development of the aviation industry. ATC indeed is now in the limelight. Agreat opportunity is now offered the Federation and its Member Associations to contributeto this development.

Looking back at Frankfurt we may be proud of what has been accomplished in this shortperiod. At the same time, however, we must face the consequences of this initial successin building up IFATCA. We should now be ready to moke true the expectations of ourobjectives, the realization of which calls for a renewed and active co-operation of allMember Associations. This Munich Conference must be devoted to a careful evaluation ofour present position in the international world of aviation. In this way, Munich can be theclosing of a period which started in Frankfurt, and at the same time provide a new startingpoint on our road to recognition of the profession.We ore extremely grateful for the great welcome in this City of Munich. On behalf of theOfficers and Directors of IFATCA I thank the distinguished speakers for their words ofwelcome and appreciation and for their good wishes towards the success of this ourSeventh Annual Conference.We are especially endebted to our host-association and the organizing committee for theirexcellent preparations.May I in turn express a sincere welcome to the representatives of our Member Associationsand Corporation Members, and to the many observers from international organisations,national aviation authorities, prospective member-associations, industry, and press.May the usual spirit of goodwill and co-operation prevail during your discussions of thecoming days. With this wish I declare the Seventh Annual IFATCA Conference opened.

1

i m , -

f U L S n v n v

Dr. U. Schmidt-Ott, Director of the Aviation Department at the Federal Ivlinistry of Transport (left) andDr. O. Heer, President of tfre Federoi Administration for Air Traffic Services (right).

R o l l C a l l o f D i r e c t o r sThe Executive Secretary mode the rola t t e n d a n c e :

:all of Directors and the following

A u s t r i a

BelgiumC a n a d aD e n m a r k

F i n l a n d

F r a n c e

GermanyG r e e c e

I c e l a n d

I r e l a n d

ItalyLuxembourgN e t h e r l a n d s

Norway

R h o d e s i a

S w e d e n

S w i t z e r l a n dUnited KingdomUruguay

Unrepresented affiliated AssociationsThe following Associations were unable to attend due to travel difficulties:

N e w Z e a l a n dV e n e z u e l a

App l i ca t i ons f o r Membersh ipThe Executive Secretary reported that applications for affiliation had been received fromthe Fiongkong Air Traffic Control Association, and the Turkish Air Traffic ControllersAssociation. Copies of the Constitution of the former had been circulated to MemberA s s o c i a t i o n s .The Conference unanimously accepted the applications with the reservation that the application of the Turkish Air Traffic Controllers Association should be subject to the complet ion of the normal formal i t ies.The President welcomed the new Member Associations, and Mr. R. Cooper, the President,and Mr. R. L. Ayers, the Secretary of the Hongkong Association. He expressed his regretthat the Turkish Association was unable to be represented.The President also welcomed the representatives of new Corporation Members, who hadjoined the Federation during the past year:

Glen A. Gilbert and Associates (USA)The Air Transport Association of America (USA)Wolfgang Assmann GmbH (Germany)Ferranti Limited (UK)

Report of the Geneva Conference, 1967The Executive Secretary presented the Report, which had been published in "The Control- Agneda item P. 4ler". Volume 6, No. 3, July/Sept. 1967.Ireland proposed, and Rhodesia seconded, that the Report be accepted.The proposal was carried unanimously.

Report of the President

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

This is my last report as President of IFATCA and it has given me considerable difficulty Agenda item P. 5to prepare. In trying to summarize the activities of the Federation over the past year 1stumbled over a number of activities which have in the meantime become routine businessand which are reported in the course of the year in "The Controller" or in regular circularsand which are summarized in the reports of the Officers and Standing Committees to thisConfe rence .There seems to be little sense in summarizing these summaries again and for this reason1 will depart from the usual form of my report, and devote it this time to those problemswhich have been foremost in the minds of the officers during the past year. These are theproblems of growth to maturity of the Federation. After only 6V2 years we find IFATCAalready in the teen-age stage; the Federation surely is not grown up yet, there is still a

lot to be learned end it con still put on a lot of weight in membership, but time has cometo seriously consider its future and prepare it for manhood. Most of us know the peculori-ties of teen-age, either from long past own experience or from more recent experience asparents; there is of course a great difference in appreciation of these peculiarities asviewed from the side of the teenager himself or from the side of the parents. Howevermuch the individual officers feel themselves port of the lusty child, as Board of Officersthey cannot evade the responsibilities of office, which in this context can best be definedas that of foster-parents. In this capacity the Board has in the post year evaluated theprospects of the Federation, and has explored ways and means to moke it come up toexpectations; the expectations of its founder members and those of the aviation worldto which scarcely 6 years ago it was introduced as a very promising member of the family.At this annual birthday party we all see the child nicely dressed up. Being the focus pointof the party makes it seem very happy, prosperous and even more promising. In spite ofthe birthday party atmosphere however, the time has come to face the future; we mustlook ahead and prepare for this future in order to moke true the expectations.It is my task, on behalf of the Board of Officers, to put the Member Associations face toface with the facts of life of an international organisation on its way to maturity.

MembershipProfessional membership

The objective of IFATCA is to become a truly worldwide international Federation of AirTraffic Cont ro l le rs Assoc ia t ions.It is therefore gratifying to note that membership is gradually increasing and that newmembers are attracted from all parts of the world. At the 1967 Conference the ATCA's ofIran and Rhodesia joined, at this Conference the ATCA's of Hongkong and Turkey areapplying for membership. These new affiliations make the total number of Member Associations 26; with the gradual growth of national membership, the number of controllersrepresented in IFATCA will this year probably exceed 4000.Nevertheless a great deal remains to be done before IFATCA con claim to be the internat ional voice of ATC.This is partly due to the fact that in great parts of the world ATC Associations hove not yetbeen formed and sometimes are not even allowed to be formed. The fact remains, however, that a number of associations do exist, which are not yet affiliated with IFATCA, e. g.the ATCA s of the USA, Ghana, India and Japan, whilst in other countries controllers oreorganised in strong tradeunions of transport or aviation employees, which mokes it difficult for them to join IFATCA as a specialist group of controllers.The ATCA of the USA applied for Corporation Membership three years ago at the ViennaConference, thereby expressing its acceptance of our common objectives as professionalorganisations. Budgetary considerations at that time prevented ATCA from applying forprofessional membership, but the intention to become affiliated as such v/as clearly expressed.This move was v/elcomed three years ago as a temporary solution which cannot be continued indefinitely. For this reason negotiations with ATCA were re-opened during the postyear. A proposal was made to ATCA which took into account their budgetary difficultiesat least for the immediate future. So far there has been no reaction to our proposal; weknow that ATCA is in the process of drastically changing its financial policy; we con onlyhope that this policy will also take account of international cooperation within IFATCA.It is clear, that without membership of a professional group of USA controllers IFATCA canhardly claim to be the International voice of ATC, but in this we simply depend on thedecision of the national organisation to accept its international responsibility.The officers are planning a publicity campaign for the next year, directed at controllersand civil aviation authorities, especially in those parts of the world where controllers hovenot yet become professionally organised, or where their present form of organisationhampers their affiliation with IFATCA. The aim of this campaign will be to acquaint everybody concerned with the objectives of the Federation, the way it operates and the advantages gained nationally and internationally, by stimulating controllers to take an activepart in the development of their profession.The Federation will offer advice and information, and will where necessary assist in thefoundation of new ATC Associations. In those countries where controllers ore organised ingreat transport or aviation organisations, the formation of on independant purely professional organisation, or a partly independant professional sub-group will be advocated inorder to fac i l i ta te affi l ia t ion in IFATCA.

By this action the Board hopes to promote a natural growth of the Federation in the coming years.

2 2

Supporting Membership

The number of Corporation Members also shows a steady increase. We are grateful in- Agenda Item P. 5deed for this support from industry which facilitates the exchange of information betweenoperational controllers and the designers of their tools. This exchange of information andknowhow is becoming increasingly important now that a number of countries are introducing automation to ATC or considering the ''Move towards automation", which subjectis the title of this years panel discussion.A new publicity campaign for Corporation Membership has been started in the beginningof this year, and is already showing results. We welcome the new Corporation Membersand hope that their affiliation with IFATCA will prove to be of mutual advantage.It is somewhat embarrassing to note once again the absence of the airline industry amongour Corporation Members. The airlines of the world are surely aware of the vital role ofATC; they are the first to gain from good controlmanship or to suffer from bad control-manship. Here surely lies a task for the Member Associations, who have personal contactswith their national airlines. It should be recognised that a publicity campaign, howeverwell organised, does not offer 10% of the chances for success of a personal contact!

Policy of the Board of OfficersThe Board of Officers is charged with the management of the Federation. A Board meetingwas convened in Amsterdam in October last year, which dealt with a great number of subjects. Mr. Roger Sadet, 2nd Vice-President since the inaugural meeting, resigned from hispost in September due to his acceptance of on ICAO-ossignment in the Congo. Mr. HerbertBrandstetter also declared his intention to resign from the Board due to personal reasons.He actually resigned from his office as Honorary Secretary at the end of the year, when heleft the Austrian ATC and joined industry.The Board thanks these two officers for their untiring efforts on behalf of the Federationand trusts that their new activity will prove to be in the interest of ATC.The Board considered a replacement of these officers, but as the Constitution does notprovide for this case, and as a nomination and mail-ballot election was considered too timeconsuming, it was decided to continue with the remaining depleted Board until this Conf e r e n c e .

Apart from the routine business the Board meeting devoted an extensive discussion to thefuture of the Federation. This discussion ensued from the previously taken decision withregard to IFATCA representation at ICAO's 5th ANC. The Board confirmed with considerable reluctance this decision not to request on invitation to that conference, as this wasthought to be a serious failure of the Federation in striving towards its objectives.The decision was based on three contributing factors:

a) uncertainty as to ICAO's reaction to our request;b) lack of preparation on the Agenda of the 5th ANC; andc) financial considerations.These factors were dealt with in detail, in order to arrive at proposals to this Conferencewith regard to our future policy. The Board believes that a solution of these three problemsis essential for the further development of IFATCA; I will therefore devote the remainingpart of my report to a discussion of these three subjects.

Relations with the International Civil Aviation Organisation

Good relations with ICAO are a condition for being successful in our endeavours to implement our technical policy.It will be remembered that following our London Conference, IFATCA was represented atICAO's RAC/OPS Meeting in 1963. From this Meeting emanated the ICAO study of primaryradar procedures, to which study IFATCA was able to make a considerable contribution.In the final stage of this study an ICAO working group was formed to draft the final text ofthe procedures. IFATCA was denied an invitation to this working group meeting. Thereasons for this denial were not stated and this negative decision of the ICAO Councilmade our re la t ions w i th ICAO ra ther uncer ta in .The Board decided that the relationship with ICAO should be cleared up before makingany new requests to ICAO for invitations to its meeting.The fact that both Mr. Ruthy, the Treasurer, and myself would attend the 5th ANC asmember of our national delegations, provided an excellent opportunity to investigate thesituation in Montreal.

Agenda Item P 5 Exploratory discussions were arranged with some Council Members, with Members of theAir Navigation Commission and the Secretariat and finally I had the pleasure of a privatemeeting with Mr. Walter Binaghi, the President of the ICAO Council.It became quite clear that in the past years IFATCA has succeeded in convincing ICAO ofits professional objectives. The initial apprehension as to the sincereness of our endeavourshas to a great extent been taken away. This is especially due to the improvement of relations between our Member-Associations and their national aviation authorities since theformation of IFATCA; the reports of ICAO observers at our Conferences and the qualityof our journal "The Controller" have also contributed to this change in atmosphere. Contrary to existing belief in and outside the Federation, there is no question of formal recognition by ICAO, because ICAO has no procedure for formal recognition. It does havea permanent relationship with a number of international organisations, which is reflectedin a list of standing invitations.In the last few years the Council has become rather more prudent in putting new organisations on this list. A request to this effect from our side was generally considered untimely,due to the fact that our membership is not yet sufficiently worldwide. We were, however,made to understand that in future we can expect a favourable reply to our requests toattend selected ICAO meetings. The discussions in Montreal have convinced us that therelations with ICAO are now well established, and that inclusions in the list of permanentinvitations is only a question of time, provided we succeed in extending our membershipsufficiently to attain our own objective: to become a truly worldwide federation.Following this investigation the Board of Officers has decided to request on invitation tothe 6th ANC, which is to be held in Montreal next spring. I have great pleasure to reportthat the ICAO Council has in the meantime approved our request. This invitation placesa heavy responsibility on this Munich Conference: we are now really forced to overcomethe other two problems which the Board was confronted with when considering on invitat i o n t o t h e 5 t h A N C .

Work Programme of IFATCA versus that of ICAO

The success of our 1963 London Conference was mainly attributable to the fact that itsagenda and the preceding work programme was based on the agendo of the ensuingICAO RAC/OPS Divisional Meeting.Apart from the study of primary radar procedures our work programme has since thenmore or less drifted apart from that of ICAO. As a consequence of the uncertain relationswith ICAO at the time we missed the opportunity to prepare for the 5th ANC. The Boardconsidered this lack of preparation the second contributing factor to its decision not torequest an invitation for that Conference. Looking back, we have clearly made a mistakeby insufficiently following the work of ICAO in our work programme. Although there orea number of excuses for this lack of coordination, it is quite clear that our work programmemust be better geared to that of ICAO if we sincerely wish to attain our main objective:to assist and advise in the development of safe and orderly systems of ATC."

The Board has requested Standing Committee I to study the agenda of the forthcoming6th ANC, in order to make recommendations to this Conference for next years work prog r a m m e .We cannot expect to contribute to every agenda item, nor are we expected to do so. Inthe first place our established policy should be carefully reconsidered to decide its validityor to amend it to reflect present views. Secondly we should concentrate on those items onwhich controller opinion obviously leads towards a uniformly acceptable solution. Only inthe last place can we try to tackle subjects which do not hold promise of an obvious solution from an operational point of view, and which would therefore necessarily need moretime to process than is actually available.Considerable effort will have to be made in order to process even a work programmerestricted to a number of selected items. This will require the cooperation of all MemberAssociations to a degree which up till now has appeared impossible to achieve.It is not the prerogative of Standing Committee I to find and formulate solutions to all ourproblems; this Committee has worked admirably during the past years, but it is evidentthat assistance is required from a number of members outside the UK if the task is to becompleted in time, and satisfactorily from on international point of view.The Board therefore suggests that some of the Member Associations accept the responsibility for processing one or more work programme items, to prepare the basic workingpapers, collect comments from Member Associations and prepare policy statements basedon ICAO Annexes and Documents .In addition it is suggested that all Member Associations form a notional IFATCA Committee, which is charged with the coordination within the Federation, and which on behalf of

2 4

the Association is to answer promptly to questionnaires or requests for comment on all Agenda Item P. 5work programme items.The task of these Committees can be considerably facilitated by cooperation with thenational authorities which could provide them with the ICAO 6th ANC working papers asbasic information. This cooperation would also facilitate the acceptance of IFATCA policyat the ICAO level .The national committees charged with part of the work programme could best be regardedas sub-committees of Standing Committee I; the Chairman of Standing Committee I willhave to be kept informed in order to follow the progress made, and to effect timelycoordination in the joint IFALPA/IFATCA committee.This brings me to the third consideration of the Board of Officers with respect to ourfuture policy; that of finance.

Financial position

Last year's budget allowed the officers to close the books with a deficit, since an increaseof subscriptions could not be realized for that year. A number of routine expenses alreadyshowed an increase which surpassed the budget. In the circumstances outlined above, theBoard considered the expenses involved in representation of IFATCA at the 5th ANC unjustified. This consideration was not decisive, if our representation had been well preparedwe would not have hesitated to use the reserves for this purpose.This consideration, however, made it quite clear that the financial position of the Federation had to be reviewed, with a view to attaining its objectives. A review of the subscriptions at each annual Conference has proved to be rather ineffective and in any case isalways too late for the running year. The financial consequences of our growing activitymust be known sufficiently in advance to allow Member Associations to budget the inevitably increasing expenses.For these reasons the Board has in cooperation with Standing Committee III, developed along term financial plan. In view of the negotiations with the USA ATCA and previousdiscussions, the present system of per capita subscriptions was reconsidered, the conclusionbeing that a sliding scale of annual subscriptions offers the best solution to the problemsof cost sharing between large and small associations.The plan is based on a proposed future budget, taking into account minimum requirementsfor effective management and representation, and aims to reach the required income in anumber of successive steps.The actual proposals are of course open to discussion, it is up to this Conference to decidewhether the plan should be adopted or rejected. The Board of Officers wishes to stress,however, that implementation of this plan in principle is considered a minimum requirement for effective management of the Federation in the coming years.

C o n c l u s i o n

This Conference marks a milestone in the history of IFATCA. Since the Inaugural Conference the ground has been prepared for further development. Perhaps earlier than expected we are now confronted with the consequences of this spadework.The policy of the Board of Officers in the past year has been to explore ways and meansto open the way towards further expansion of our activities. The ambitious programmedrawn up by the Board no doubt constitutes a great challenge to the Federation.You are going to elect a practically new Board of Officers. As your retiring President Iwish to thank you for the confidence extended to me and my fellow officers in the pastyears. I trust that the same confidence will be given to the new Board, but above all I hopethat this Conference will assure them of more intensive cooperation in the technical workprogramme and will provide them with the necessary means to effect the implementationof our policy.We are convinced that the coming year is decisive for international acceptance of IFATCA.When forming this Federation we have set ourselves high objectives; the time has nowcome to make true the expectations we have ourselves been giving the international worldo f a v i a t i o n .

We are confident that the Member Associations will at this Conference give serious consideration to the proposals of the Board, proposals which are indeed ambitious, but at thesa.me time based on realistic minimum requirements. This challenge must be accepted, andan all-out effort must be made now to prove to ourselves and the aviation world, thatIFATCA is not hiding away behind the paper wall of its highly idealistic Convention andConstitution, but that it is sincerely trying to live to the ideals spelled out in these docum e n t s .

May I conclude this report with a heartfelt thank you to all those who hove in the postyears devoted their capabilities to the cause of IFATCA. May in the next years their ranksbe joined by a great number of members from all m.em.ber associations to work togethertowards our main objective: The promotion of the ATC profession, in the interest of safeand efficient air navigation, and for the protection of their common professional interests.

Appointment of Sub-CommitteesIn accordance Vv'ith the usual procedure, it was agreed to appoint the following Sub-Committees, to take the Agenda items assigned to them, and to report to the final PlenarySess ion wi th the i r recommendat ions:

S u b - C o m m i t t e e A

Sub-Commi t tee BA d m i n i s t r a t i o n a n d N o m i n a t i o n

Techn ica l and Pro fess iona l

The following members were nominated by Associations to serve on the Sub-Committees:

A u s t r i a

BelgiumC a n a d a

D e n m a r k

F i n l a n d

F r a n c e

GermanyG r e e c e

HongkongI c e l a n d

LuxembourgN e t h e r l a n d sNorwayR h o d e s i aS w e d e n

S w i t z e r l a n dUnited KingdomUruguay

S u b - C o m m i t t e e A

A. NagyA. MaziersJ. D. LyonE. La rsenF. L e h t o

J. M. LefrancK. PiotrowskiE. PetrouliosR. CooperH. GudmundssonS. YessaiD. J. EglingtonJ. WachtelL. MercuriJ. P. KimmesH. MeyersJ. KalvikJ. D. ThomasG. At terho lmJ. D. MoninP. D. S. MealingA . B l a n c o

A. Stefanovic

S u b - C o m m i t t e e B

H . K i h r

G . L e m o i r eD. M. DiffleyA . M o r t e n s e n

A. HopponenM . G a r c i a

W . G o e b e lG. TheodoropoulosR. L. AyersG . O l a f s s o n

M. F. McCabeW . K a t zE . S i l v e r i

A . K l e i nP. J. StalpersE. NielsenL. E. ThorogoodN. A. KarlahagJ. D. RoulinJ. A. SakerJ. BederD . Z i v k o v i c

following were unanimously elected as Officers of the Sub-Committees:

C h a i r m a n

V i c e - C h a i r m a n

Secretary

Sub-Commi t tee A

D. J. Eglington (Ireland)J. D. Lyon (Canada)D. J. Klinke (Germany)

S u b - C o m m i t t e e B

A. Field (UK)M. Cerf (France)R. Mundy (UK)

Any Other Business

Agendo Item P. 7 Telegrams and letters of good wishes for the success of the Conference were read by thePresident .There being no other business, the Plenary Session adjourned at 1915 hours on the 21stApri l .The Conference re-convened in Sub-Comimittee on the 22nd April in the Regina-PolastH o t e l .

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Report of Sub-Committee A

Reports of the OfficersHonorary Secretary

A g e n d a I t e m A .

Agenda Item A.

T h e R e p o r t w a s a c c e p t e d a n d r e c o m n n e n d e d f o r a d o p t i o n . A p p e n d i x A .The President expressed the appreciation of the Federation for the work done by Mr.Brondstetter, and he wished him success in his career in Industry.

T r e a s u r e r

The Report was considered together with the Income and Expenditure Account, BalanceSheet and Report of the Auditors and some small amendments incorporated. Considerationof the Budget was deferred until later. The Treasurer made a statement of his efforts toconsider the use of a more stable currency than the pound sterling and explained thedifficulty, in view of the doubts prevailing in the field of international currencies, of reaching a satisfactory conclusion.The Report was accepted and recommended for adoption.The President thanked the Treasurer on behalf of the Federation, for his efforts.

Agendg Item A. 1.

Appendix A. 2Page 66

It was agreed to discuss Items A.1.3 in conjunction with A.2.1 (Report of Standing Committee II).The Editor explained the postal and financial problems concerned with the distribution of"The Controller", and stated he proposed to moke a change in the cost of a single copy ofthe journal from two shillings to one DM. During a discussion on the Reports, it was urgedthat Member Associations should order at least as many copies as they have members.The Editor thought that those associations that used "The Controller" for Public Relationson behalf of IFATCA should not hove to pay for them. Israel suggested that more information about Member Associations should be printed in the Journal, and the Editor said hewould be quite willing if Associations would send him the information.In reply to a question from Sweden, the Editor said about 4,000 copies of each issue wereprinted. It was suggested non-member Associations should be sent copies in order toinform them of IFATCA and to encourage affiliation. The Editor said this was done, eitherby himself or the Executive Secretary. The President mentioned that the Board of Officersproposed to institute a publicity campaign, nof only with non-member Associations andcontroller contacts, but also with national administrations.The Editor mentioned that members of the ATCA Council received copies and the ExecutiveSecretary issued the IFATCA Circular to all Chapters of the ATCA — about 100.Canada stated that the rank and file of the ATCA were unacquainted with IFATCA and itwould be necessary to change this state of affairs if the affiliation of the ATCA were tobe achieved.The Reports were accepted and recommended for adoption.

Agendg I ten

Agendg Item A. 2.1A p p e n d i >

Pgge 70

Executive Secretary

The Report was considered and it was considered that continued efforts should be modetowards obtaining a relaxation or amendment of lATA Resolution 200 on the subject ofsponsored free flights.The Report was accepted and recommended for adoption.

The following Resolution was recommended for adoption in Plenary:"That the Board of Officers should prepare a memorandum on the case for free flights bycontrollers, and issue it to Member Associations for use, at their discretion, in persuadingtheir national carriers to facilitate free flights or to propose to lATA an amendment tolATA Reso lu t ion 200G. "

Report of Standing CommitteesStanding Committee III — Finance

The Report was discussed and amendments made to the proposed "Terms of Reference forthe Standing Committee".The proposed allowances for members on official business was considered and it was

A p p e n d i x A 6

Agenda Item A. 2.1 thought that in vlew of the varying circumstances, it was preferable for the Federation topay the hotel bills, with the daily allowance proposed by the Committee.

Appendix A. 6 The Report, with the amendments agreed, was accepted and recommended for adoption.Page 73 following Resolutions and Recommendations were recommended for adoption in

Plenary:Resolution A. 2 'That the Terms of Reference for Standing Committee III, Finance, should be included in

t h e M a n u a l . "Resolution A. 3 "That allowances for members on official journeys on behalf of the Federation should be

paid as follows:a) Hotel bills should be paid.b) A daily allowance, as proposed in the Report of the Finance Committee. This allowance

to be reviewed by the Board of Officers if changes in the cost of living so necessitate,and brought to the attention of the Annual Conference for approval."

Resolution A. 4 "That the Finance Committee should be oppointed from the association, of which theTreasurer is a member."That the following Recommendation adopted at the Geneva Conference 1967 should bebrought to the attention of Member Associations:

Recommendation A. 1 "Member Associations should make every effort to increase their membership and obtainCorporation Members."

Agenda I tem A . 2 .2 Lega l Sea t o f IFATCA

The Chairman of the Finance Committee submitted a paper (68.A.8 — 1) on the question ofthe Legal Seat of the Federation.If advantage was to be taken of the tax regulations in Switzerland, it was necessary toestablish the Legal Seat of the Federation in that Country.The Sub-Committee could see no objection to this and accordingly the following Resolution is recommended for adoption.

Resolution A. 5 'That the Legal Seat of the Federation be established in Switzerland."

Agendo Item A. 2.3 Standing Committee IV — Environmental and Human Factors In Air Traffic Control

Appendix A. 7 During the discussion on the report, comment was made on the fact that nine MemberPage /o Associations had failed to complete the Questionnaire, for various reason. In view of this

fact and that some considerable time had elapsed since its issue, the information receivedwas now somewhat out of date, it was considered it would be preferable to issue a newquestionnaire rather than attempt to up-date the existing information.It was thought that concentration should be made on the Recruitment and Training aspectof ATC and this task should be undertaken by a new Standing Committee.The Report was accepted and recommended for adoption.The following Resolutions are recommended for adoption.

Resolution A. 6 "That the Canadian Air Traffic Control Association be requested to undertake responsibility for forming Standing Committee V of the Federation to consider and make proposalson "The Recruitment and Training of Air Traffic Controllers."

Resolution A. 7 That Standing Committee IV issue a new questionnaire, replacing the present one, withinthree months and that Member Associations should be asked to complete this within afur ther th ree months .Mr. G. Dunand of the International Labour Office addressed the Committee and explained,that his organisation was interested in the subject of working conditions and would wishto cooperate with IFATCA, and of course, ICAO. He mentioned that ILO co-ordinated theviews of Governments, employers and workers.

A n n u a l M e m b e r s h i p S u b s c r i p t i o n

Items A.2.2.2.1, A.2.2.2.2, A.2.2.2.3 were considered together.The Treasurer and the President explained in detail the reasons for the proposal in Paper6 8 . A . 1 2 .Parts II, III and IV were accepted in principal and are to be implemented when circumstances permit.A long discussion took place on the proposals for increasing the income of the Federation.Regarding a sliding scale proposal, Denmark opposed this in principal and thought thelarger Associations should be prepared to pay more and the subscriptions of smallerAssociations reduced. This was supported by Israel. The President thought this was unr e a l i s t i c .

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Agenda Item A. 2.2.2

Appendix A. 8Page 77

C a n a d a w a s i n f a v o u r o f t h e p r i n c i p l e o f s l i d i n g s c a l e s u b s c r i p t i o n . A g e n d a I t e m A . 2 . 2 . 2Luxembourg and Israel and the Treasurer opposed the proposal for a minimum subscrip- Appendix A. 8t l o n p e r a s s o c i a t i o n . 7 7Sweden also opposed the minimum fee but was in favour of a sliding scale.The Canadian Association proposed that the principle of a sliding scale be accepted.Sweden seconded. The proposal was approved by 15 in favour, 4 against and 2 abstained.In discussing the details of a sliding scale, Canada pointed out the declining value ofmoney each year.The Netherlands and Switzerland stated they would hove to seek the approval of theirmembers. After many Associations had expressed their views, Hongkong proposed, and theU K s e c o n d e d :

That for the Financial year 1969 the 3rd year of the proposal in Paper 68.A.12 be accepted;and that the 5th year of the proposal be adopted for 1971, subject to approval by MemberA s s o c i a t i o n s .

The first part — for 1969 — to be ratified within 60 days and the second port — for 1971 —at the next Annual Conference. On a vote 17 were in favour with 2 against.The Sub-Committee recommend the following Resolution for adoption:"That in principle the amount of the annual subscriptions of Member Associations should Resolution A. 8be decided on a sliding scale based on the number of members of an association.""That for the financial year 1969 the amounts of the annual subscriptions should be based Resolution A. 9on the 3rd year of the proposals in Paper 68.A.12; and that for 1971 those of the 5th yearof the proposal.These proposals to be subject to the approval of the Member Associations. For the year1969 Member Associations to ratify within two months and for 1971 to indicate approval orotherwise at the 1969 Annual Conference."

A f fi l i a t i o n F e e s A g e n d a i t e m A . 2 . 2 . 3

It is recommended for Plenary that the present system of payment of affiliation fees conti- Resolution A. 10nues with the exception that the maximum fee payable be £ 200.

C o r p o r a t e M e m b e r s h i pA paper from the Canadian Association was discussed. The Committee recommends thefollowing resolution for adoption:"That an Air Traffic Control Association qualifying for professional membership be declared ineligible for corporate membership."

R e s o l u t i o n A . 11

M a n u a l

After verbal explanation from Executive Secretary the report was accepted.Agendo Item A. 3.1

C o n s t i t u t i o n

As a result of discussion of Canadian papers 68.A.24 and A.25 and because of the heavyworkload of the Board of Officers it is recommended to Plenary:"That Standing Committee VI be formed to study Constitution and Administrative Policy.Terms of reference to be drafted by the Board of Officers and 1o include consideration ofthe above-mentioned papers."Arising from the Report of Standing Committee III the following changes to the constitution are recommended to Plenary.

n d a I t e m A . 3 . 2

A r t i c l e H i — F i n a n c e

6 . L i a b i l i t i e s

6 . 1 . s e c o n d l i n e

"the budget shall in principle provide for a credit balance; affiliation fees shalnot be budgeted."

Delete the following sentence: Affiliation fees are to be added to the reserves.

B u d g e t 1 9 6 8 a n d 1 9 6 9 A g e n d a i t e m A . 2 . 2 . 1

The treasurer presented the budget. Following an explanation and short discussion the Appendix A 9Budget was accepted and recommended to Plenary for adoption.

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Agenda Item A. 4 Nominations

It is recommended to Plenary the following

P r e s i d e n t

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

Hon. SecretaryT r e a s u r e r

c a n d i d a t e s s h o u l d b e e l e c t e d :

Mr. M. Cerf (France)Mr. G. Atterholm (Sweden)Mr. H. Guddat (Germany)Mr. B. Ruthy (Switzerland)

Agendo Item A 5 Regionol OrgonisotionsAgendo Item A. 5.1 The reports of the Regional Liaison Officers of Austria, Canada, New Zealand and Uruguay

were accepted and recommended for adoption. The Committee expressed their appreciation for the work done by these officers.

Agendo Item A. 5.2 Terms of Reference for Regional Liaison OfficersThe following resolution is recommended for adoption:

Resolution A. 14 "That the proposed terms of reference as presented in Papers 68.A.21 and 68.A.21 —1 bereferred to the Board of Officers for further consideration IFor presentation at next annualcon fe rence . "

Agendo Item A. 6 ATC International AcademyMr. J. Wachtel (Israel) presented a verbal report to the sub-committee and indicated a lackof any substantial progress since his last report. It was further indicated that a written summary of this question will be provided in the near future. A vote of thanks was expressedto the Israel Association for their work on this project and it was decided that this matterbe referred to the proposed Standing Committee V.

Agenda Item A. 7 Legal Aspects in ATCThe report of the Canadian Association was accepted and recommended for adoption byPlenary.

Agenda Item A 8 Loss of Licence InsuronceThe report of the Swiss Association was accepted and tabled for consideration at the 1969Conference when it was expected additional information would be available.

Agenda Item A. 9 Annual Conference 1969It is recommended to Plenary that the 1969 Conference shall be held in Belgrade (Yugoslavia) on 24th to 28th March 1969.After discussion it was agreed to recommend to Plenary that provisionally the 1970 Conference should be held in Montreal (Canada). Tentative invitations were extended by theIr ish and Greek Associat ions for 1971.

Agenda Item A. 10 Appointment of Standing Committeesit is recommended that the following Associations assume responsibility for these comm i t t e e s .

S t a n d i n g C o m m i t t e e I I G e r m a n yS t a n d i n g C o m m i t t e e I I I S w i t z e r l a n dS t a n d i n g C o m m i t t e e I V I r e l a n dS t a n d i n g C o m m i t t e e V C a n a d aS t a n d i n g C o m m i t t e e V I N e t h e r l a n d s

3 0

A n y O t h e r B u s i n e s s A g e n d a i t e m a . nOn a proposal from the Treasurer it is recommended to Plenary that the following Resolu- Agendo item A. n.ltion be adopted."The Swiss Franc sha l l be the monetary un i t o f the Federat ion. " Reso lu t ion A. 15Following a verbal report from the President on the Venezuelan membership difficulties the Agendo Item A. 11.2following resolution is recommended for adoption by Plenary."That a reduction in the Annual Subscription fee for 1967 be approved as requested." Resolution A. 16A general discussion ensued on the need for prompt answering of questionnaires and Agendo Item A. 11.3early preparation of committee and officer's reports so that the Associations might havethese available well in advance of the Annual Conference. It was agreed that the Officerswould give further consideration to increasing the working time available at these conf e r e n c e s .

Repor t o f Sub-Commit tee B

Report of the Officers

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

The report was accepted and recommended for adoption. Appendix B.P a g e 8 4

2nd Vice-Pres iden t

There was no report from the 2nd Vice-President as this office is vacant at the present

Report of Standing Committee I

Techn ica l and Pro fess iona l Mat te rs

The report of the Chairman was accepted and recommended for adoption. Appendix B. 2P a g e 8 7

Work Study Programme

Formulation of agreed policy for inclusion in the Manual

Paper 68.B.4 was accepted in the format as presented to Conference.

Recommendations for the progressive elimination of VMC clearances for IFR flights Agenda Item B 3.2

It is resolved that VMC clearances to IFR flights should be eliminated immediately; Resolution B. 1

a) In circumstances in which separation can be provided by alternative means such asr a d a r .

b) At night.c) Above flight level 200.d) For "on-top" holding and cruising.e) For the facilitation of level changes between en-route aircraft on reciprocal tracks.f) For the expedition of aerodrome traffic during the departure and approach phases of

flight.

It is resolved that the subsequent total elimination of VMC clearances to IFR flights should Resolution B. 2be achieved by the following progressive steps:

a) For the facilitation of all level changes between en-route aircraft.b) For facilitation of separation between en-route aircraft on crossing tracks at the same

l e v e l .

R e s p o n s i b i l i t y f o r t h e i n i t i a t i o n o f V M C c l e a r a n c e st o I F R fl i g h t s

It is resolved that in circumstances where their use is still permitted VMC clearances to Resolution B 3

31

IFR flights should only be issued at the specific request of pilots. Prior to such clearancesbeing issued, essential traffic information should be passed.

C l e a r a n c e s t o c o n ^ t r o l l e d fl i g h t s t o m a i n t a i n o w n s e p a r a t i o nf r o m o t h e r c o n t r o l l e d fl i g h t s b y d i r e c t v i s u a l r e f e r e n c e

Resolution B. 4 It is resolved that, in order to facilitate changes of level behveen en-route traffic in closeproximity to each other or to facilitate the flow of traffic in the vicinity of airfields, ATCshould be authorised to clear controlled flights, to maintain their own separation fromother controlled flights by direct visual reference, provided that:

a) radar separation cannot im.m.ediately be provided between the aircraft concerned, andb) (1) In the vicinity of aerodromes

One of the controlled flights has identified the other visually and has acceptedresponsibility for maintaining separation visually from the other until horizontal orvertical separation is established or re-established; or

(2) En route level changesAs for b) (1) above except that the consent of both pilots must be obtained; and

c) Severe turbulence is not known to exist.

Agenda Item B. 3.3 Radio Communication Failure Procedures

Recommendation B. 1 It is recommended that Conference endorse Standing Committee I's continuing action onthis subject in cooperation with IFALPA RAC/COM Study Group and authorise the presentation of a joint IFATCA/IFALPA Working Paper at the ICAO 6th ANC Meeting in1969, provided that the paper is accepted by Member Associations.

Agenda Item B. 3.4 Procedures for Primary RadarThe report by Standing Committee I was accepted.

Agenda Item B. 3.5 Report of the ICAO Automation Panel

The report of the Irish Association was accepted.

Agenda Item B 3.6 Civil/Miiitory Co-ordination

Conference recommends that the title of the subject Civil/Military Co-ordination be amended to read;

Recommendation B. 2 "Civil/MIlltary co-ordination in relation to the unification of the Air Traffic Services andthe utilisation of the airspace."

Agenda Item B. 3.7 SSR in the ATC Environment

Recommendation B. 3 It is recommended that Paper 68.B.10 be adopted as study material for the preparation ofa Working Paper. The Paper as amended to be circulated to Member Associations forfu r ther comment .

Agendo Item B. 3.8 Consideration by Member Associations of ICAO DocumentsConference agreed to refer the amendments received from the Danish, Swiss and GermanAssociations to Standing Committee I for consideration.

Agenda Item B. 4 Co-operation with International OrganisationsReports 68.B.12 and 68.B.12 —1 were accepted.

Agenda Item B. 5 Appointment of Standing Committee IAgenda Item B. 5.1 The United Kingdom Guild of Air Traffic Control Officers was re-appointed as Standing

Committee I for the year 1968/69.

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Work Programme Agenda Item B. 6

It is resolved that the Work Programme for the year 1968/69 should be:

a ) S t a n d i n g C o m m i t t e e I R e s o l u t i o n e . 5(1) Formulation and review of existing policy for inclusion in the Manual.(2) To prepare briefs for the 6th ANC on the following Agenda items:

A.G.I Separation of aircraft by Air Traffic Services para. (2) and (4).A.G.2 Control of VFR flights, paras. (1) and (2).A.G.4 Reporting of position for ATS purposes.A.G.6 Application of SSR.

(3) Investigation of the Rhodesian Controller/Pilot paper on the application of the Semic i rcu lar ru le .

b) Netherlands(1) Review of ADP procedures contained in PANS/RAG in conjunction with the French

and I ta l i an Assoc ia t i ons .(2) Procedures for Primary Radar.

c) IrelandTo prepare briefs for 6th ANC on the following Agenda item:

A.G.2 Control of VFR flights paras. (3) and (4).d) Canada

To prepare briefs for 6th ANC on the following Agenda item:A.G.8 Reporting and avoidance of turbulence paras. (1) and (2).

e) GermanyCivil/Military co-ordination in relation to the unification of the Air Traffic Services andthe utilisation of the airspace.

A n y O t h e r B u s i n e s s A g e n d a i t e m b i

Policy PapersIt is recommended that the Committee for the review of the Constitution be requested to Recommendation B. 5examine the manner of processing papers expressing IFATCA Policy and which are intended for presentation to ICAO.

North Atlantic SeparationIt is recommended that the paper submitted by the Canadian Association entitled* "An Recommendation B. 6examination of North Atlantic Separation (Fligh level)" be referred to Standing CommitteeI fo r the i r cons idera t ion .

S u b - C o m m i t t e e P r o c e d u r e A g e n d o I t e m B . 7 1

The German Association proposed a recommendation seconded by the Dutch Associationregarding the conduct of business in Sub-Committees.After debate the recommendation was voted upon and fell by 9 votes to 7 votes.

an UmpoHcmt date- (oil tiote&ttoh

24 th t o 28 th March 19698 t h A n n u a l I FAT C A C o n f e r e n c e

Belgrade, Yugoslavia

3 3

Final Plenary Session

Agenda Item P. 8 The final Plenary Session convened on the 25th April.The Executive Secretary took the Roll Call of Member Associations. 23 were present.Charters of Affiliation were presented to Member Associations and Corporation Members.

Agenda Item p 9 Report of Sub-CoiTimittee AThe Chairman, Mr. D. J. Eglington (Ireland), reported on the work of his Sub-Committee.Regarding Resolution A.9, The President proposed, and the United Kingdom seconded:"That for the year 1969, the normal ratification procedure applies (The Constitution Part IV,Para. 6). For 1971, approval or otherwise should be indicated at the 1969 Annual Conf e r e n c e . "The proposal was carried unanimously.The Report of the Sub-Committee was accepted unanimously.The President thanked the Officers and Members of the Sub-Committee for their work.At this stage in the proceedings, the President welcomed the newly elected Officers of theFederation, Mr. Maurice Cerf (France) as President; Mr. .Gunnar Atterholm (Sweden) as2nd Vice-President; and Mr. Horst Guddat (Germany) as Fionorary Secretary. Mr. BernhardRuthy (Switzerland) had been re-elected as Treasurer.The President invited the new Officers to join him on the platform, prior to their takingoffice at the close of the Conference.Mr. Maurice Cerf addressed the Conference on behalf of the newly elected Officers.He said he was grateful for the confidence shewn by the Conference in electing him. Herealised that taking over the office of president from Mr. Tekstra was a difficult task, forhis strong personality had made a deep impression on all those who hod met him.The first years of a federation are always difficult ones, but since the Frankfurt meeting in1959, Mr. Tektra's presence in office as President, had had a great influence on the development of the Federation, and its success had been to a considerable extent due to hisefforts. He would not dwell on his qualities of leadership as these were well known to all.Mr. Cerf said the other newly elected Officers wished to be associated with him in expressing their appreciation of the confidence shown in them by the Member Associations.

Agenda Item P. 10 Report of Sub-Committee BThe Chairman, Mr. A. Field (UK), reported on the work of the Sub-Committee.He said the deliberations had reached a high standard and he understood that Observershad been impressed by the standard of the debates.The report was accepted unanimously.The President thanked the Officers and Members of the Sub-Commit tee.

Agendo Item P. 12 Any Other Business

Presentation to the retiring President, Mr. L. N. TekstraMr. J. R. Campbell (Canada), 1st Vice-President said:"At this meeting, being the Final Plenary session of the 7th Annual Conference, one isreminded of the old phrase 'Tempus fugit'.Looking back over the post months to the year of the Federation's foundation meeting,when our honourable President, Mr. Tekstra, was unanimously elected to guide the Federation during its years of initial development, one cannot easily envisage that it was so longa g o .As the memorable performance at the Opera the other evening exemplified, our Presidentfrom the Netherlands has indeed navigated our Federation through its most difficultperiods to date.V^ithout his untiring efforts and dedication to the advancement of Air Traffic Control and

3 4

the profession itself, the enviable position of growing respect and prominence which the Agenda Item P. 12Federation now enjoys within the world's aviation community of today might never havebeen possible.In recognition of such outstanding guidance and exceptional leadership, it is indeed apleasure for me, on behalf of the Directors, the individual Member Associations and theBoard of Officers of this Federation to present to him on this, the occasion of his retirement from the office of President of IFATCA, this beautiful pocket watch as a memento ofour appreciation of his exceptional service to the Federation.May it assist him in planning his future activities and, additionally, may it's fine jewelledSwiss movements, give him 'Smooth Sailing' as IFATCA's own legendary 'Flying Dutchman' for many years to come."Mr. J. Beder, on behalf of the Uruguayan Association, presented Mr. Tekstra with a cowhide writing cose, as token of the appreciation of his Association for the work done forIFATCA. He said it was a small present from a small country.Mr. Wochtel (Israel) said that from the inauguration of the Federation in 1961 in Amsterdam, it had grown to 26 Associations from all parts of the world. It had received recognition in aviation circles and he thanked Mr. Tekstra for his devoted efforts to further theinterests and prestige of the Federation.Many other Associations associated themselves with these remarks.Denmark proposed and Rhodesia seconded that:"The Board of Officers develop a suitable scroll for the recognition of Outstanding Servicegiven to IFATCA, and that the procedure associated with such an award shall be incorporated in the Manual. It is further resolved that the first recipient of such on award shallbe our retiring President, Mr. L. N. Tekstra, in recognition of his devoted and untiringefforts in providing outstanding leadership and services to the Organisation since itsinception."The proposal was carried unanimously.

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Agenda Item P. 11 Addresses by Members, Guests, and Observers

Mr. A. Stefanovic,President of the Yugoslavian Air Traffic Controllers AssociationHe expressed the appreciation of his Association for the hospitality of the GermanAssociation, and he cordially invited Member Associations and Corporation Members, andother interested organisations, to his country for the next Annual Conference of the Feder a t i o n i n 1 9 6 9 .

Mr. J. D. Lyon, President of the Canadian Air Traffic Control AssociationHe thought all members would wish to thank the President for his efforts for the Federation. On behalf of the Canadian Association he expressed his thanks to the Conferenceorganisers, and the Conference Secretariat for the preparation of Conference papers.He also thanked the German Association for being such marvellous hosts.

Mr. Tirey K. Vickers, Editor of the The Journal of Air Traffic Control,of the Air Traffic Control Association, USAThe ATCA wished to extend an invitation to all members of IFATCA to attend their annualConvention in San Francisco on 14 — 16 October, 1968. Official invitations would be sentout in the near future. With the co-operation of the FAA, visits would be arranged to theWashington and Chicago Centres and Towers and to NAFEC.He thanked the President for his work, and the German Association for their hospitality.

Major Domlnico Sllla, Ministry of Defense, Italy Guildof Italian Military Air Traffic ControllersAs representative of the Italian Military Air Traffic Controllers Guild, Ministry of Defense,I was very pleased to come here as Observer to the 7th IFATCA Annual Conference. It isthe first time I have had the pleasure to participate and I can assure you that the mattersdealt with in Sub-Committee B, which I attended, were very interesting. I wish in this context to express to the IFATCA President a warm thanks for the kind invitation to theIFATCA Conference, on behalf of the Ministry which I represent. I would, finally, thank theGerman Association for the splendid organisation of the Conference and for our stay inM u n i c h .

Mr. H. M. Koemans, International Council of Aircraft Ownerand Pilot Associations

Apart from the personal pleasure of meeting here again many wellknown Air TroFFic Controllers after I attended your Brussels, Vienna and Rome Annual Conferences, I am gladto say that I always very much enjoy to feel around me the stimulating spirit of peoplewho deal with aviation in their daily work. This experience is there, regardless of the factwhether my organisation agrees with every word said here. I think that it is far moreimportant to realise that there are not too many basic differences between your organisation and lAOPA and on top of that between the International Federation of Air Line PilotsAssociations, IFATCA and lAOPA. This last remark is based upon the outcome of discussions at IFALPA's recent annual meeting in Oslo. At many ICAO meetings I saw quitea few air traffic controllers in official State delegations, so that they could feed establishedIFATCA policies into ICAO. I learned furthermore that your organisation will attend the6th ANC early next year in the status of observer. Also this is a healthy development whichwill help to study existing problems from all angles. At other formal and informal occasions I stressed too the fact that our organisations should look at what combines ratherthan at what divides. I assure you that possibilities for combination and co-operation outnumber by for the differences. Something, however, must be left to have a nice flight. Inthis spirit my organisation offers you again full co-operation.

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M r . F. J . C r e w e , E l l i o t t B r o t h e r s ( L o n d o n ) L i m i t e d A g e n d a I t e m P. 11He spoke on behalf of the Corporation Members of IFATCA and said he would like tothank the Federation for the example of what could be done by hard work. The Corporation Members had been impressed with the discussions and had taken note of what hadbeen sa id .The Corporation Members were always willing to assist the Federation in advising themon technical matters and equipment. He oFFered their support to Mr. Maurice Cerf, thenew Pres ident .He thanked the German Association for their hospitality and also the Municipality ofMunich, a city none of them would ever forget.

Mr. G. M. Waller^ Federal Aviation Administration, Brussels OfficeHe had found the discussions very interesting and he thanked the President and the German Association for their wonderful and customary hospitality. He had always experiencedthis in Bavaria, which had been his former home for some years.On behalf of the FAA in Brussels he offered the use of his Office for any help that mightbe required, Brussels being possibly rather more convenient to most Associations thanWashington. He offered also, his co-operation to all members.

Mr. A. Pitas, The Air Transport Association of AmericaOn behalf of the ATA, he thanked the President and the German Association for theirexcellent organisation. He wished Mr. Maurice Cerf, the new President, good luck, andsaid he was confident he would do a fine job. He said he would like to thank the organisersof the Conference for the interesting programme arranged for the wives of the delegates.

Major Zoerlein, USAF Flight ServiceHe said he was grateful for the opportunity to be present, as he found it was a greatpleasure to fly in the area of Bavaria. As a service pilot he could appreciate the workdone by controllers. Flying required planned working in the air and on the ground. Hethought the work done at the Conference would help to realise greater efficiency.He wished the Federat ion success in their effor ts.

Mr. P. A. Broca, EurocontrolHe thanked the President and the German Association for the excellent arrangement ofthe Conference, and wished the Federation a successful future.

Mr. A. Magnee, International Airline Navigators CouncilHe thanked IFATCA for inviting the lANC to be represented at the Conference and thankedthe German Association in particular for the efficient organisation of the event.

Mr. P. Schmidtleitner, International Federationof Air Line Pilots AssociationsHe said he wished to congratulate IFATCA on the growth of the organisation. He waspleased to note that co-operation between the two Federations was increasing, and hehoped this trend would continue, as he was sure this would contribute to the progress andefficiency of air navigation.He thanked the German Association for the excellent arrangements and for their hospitality.

T h e P r e s i d e n t ' s C l o s i n g A d d r e s s A g e n d a i t e m P . 1 3

In my Opening Address I made a comparison between the first exploratory meeting inFrankfurt in 1959 and to-day's meeting. It may seem a short period but it has been a longway from Frankfurt to Munich. In these years you hove trusted me with the primary responsibility for this Federation.Thanks to the cooperation of my fellow Officers and the members of Standing Committees,I have been able to complete the spadework for our organisation. Munich must be the

Agenda Item P .13 beginning of a new period, and for this reason 1 have decided to step down from thisresponsible position.This period has for me personally been a period of my life which I would not hove missed,but I feel it is time to get out of the limelight before becoming an institution.The responsibilities of the office of President are a heavy burden for its occupant. Theexperience is often gratifying and enjoyable, but the burden always remains, knowing fullwell that the requirements are too high to be met, if even for 50%.I am extremely grateful for the confidence and loyality you hove extended to me, andwhich you have confirmed again this afternoon by your motion of recognition and thisbeautiful present. Thank you very very much, I con assure you they will be treasuredm e m o r i e s .

I hope and trust that the same confidence will be given to my able successor and his promising team of Officers. It is only together and by a joint effort that results can be reached,and I have no doubt that they will continue to build the house of IFATCA on the foundations laid by their predecessors.In a number of speeches over the years I have expressed my belief in the co-operativeapproach to solving the problems of ATC, thereby gradually gaining the recognition forthe ATC profession that is due to it.Please do not think we have arrived, we have only just started. Every Member Associationmust now take up its responsibility under the terms of our Convention. If this is done, Ihave no doubt that in the coming period IFATCA will flourish and thrive towards an internationally recognised voice of the ATC profession.On behalf of the Board of Officers I would like to extend the expression of our heart feltgratitude to the members of the German Air Traffic Controllers' Association who haveorganised this Conference so efficiently, and for the spendid social arrangements. "Gemut-lichkeit" is the keyword to all the hospitality extended to us, brilliance was brought in bythe splendid opera performance.Thank you, Joe Pescht, Bernhard Schuler, Wolfgang Kassebohm and all the workers behindthe scene, it's been wonderful.May I now call on Mr. Kassebohm to move the closing of this Munich Conference.

C l o s u r e

Mr. W. Kassebohm, the President of the German Air Traiffc Controllers' Association, thanked those who had expressed their satisfaction with the organisation of the Conference, andsaid it had been a great pleasure to the Association to act as hosts.He thanked his colleagues and all those who had assisted in the preparations for the Conference, and those organisations which had generously sponsored the social arrangements.He proposed the closure of the Conference.The proposal was carried unanimously.

The President of the Verband Deutscher Flugleiter, Wolfgang Kassebohm, announcing the closure of theC o n f e r e n c e .

3 8

Th e Mo ve To w a rd s Au to ma t i o n i n A i r Tra f fic C o n t ro l

Summary of Discussion during The Corporation Members' Panelon 26th April, 1968

compiled and editedby W. E. J. Groves

In what has become an established practice, a discussion panel with IFATCA Corporation Members was heldon the last morning of the Conference, under the Chairmanship of Walter Endlich. Progress in the automation ofATC formed the topic under review. The Chairman openedthe Session at 9.30 and introduced the Panel:

M r. A r n o l d s Te l e f u n k e nM r . B r a y F e r r a n t iM r. C r e w e E l l i o t t A u t o m a t i o nMr. Groves Decca NavigatorMr. Grijseels N.V. Hollandse SignaalapparatenMr. P i tas ATA (U .S .A)Mr. Shipley CossorMr. Strudwick SolartronMr. Vickers ATCA (U.S.A.)

In his opening remarks, Mr. Endlich drew attention tothe following articles published in the April/June, 1968,issue of „The Controller":

Digital Radar Plot Extractors,by Dr. Heinz Ebert, Telefunken

Fail Safe Multi Computer Systems in ATCby H. Teiber, Telefunken

The Digital Simulator as a Tool for ATC AutomaticData Processing

by F. J. Crewe, Elliott Automation

Talking to Computersby R. N. Harrison, Solartron Electronic Group.

These papers provided valuable background information for the discussion. He also said that he hoped theensuing debate would concentrate upon the operationaland human aspects of ATC automation since these mustundoubtedly hold the major interest for the many practising controllers attending the Conference. He then calledupon Mr. Jan Smit, Chief Operations ATC, RLD, Hollandto launch the discussion.

Introduct ion

by J. S. Smit,Netherlands Dept. of Civi l AvictChief Operat ions ATC

It is a great honour for me to have been invited byIFATCA to present an introduction to todays Panel discussion. I have thought deeply about what to say, because themove towards automation is a subject which may leaddiscussion In many directions, which could seem to bedivergent or even contradictory. This could happen, forinstance, if one tried to answer the question of whereto begin.

There is, however, an angle to „the move towardsautomation" which, I believe, is common to any type of

automation in ATC. This becomes more apparent whenwe consider the word automation a bit more deeply.

The word is meant to express automatic data processing. And here we come to the pith of the matter:p r o c e s s i n g o f d a t a .

Never before did we have equipment which could dothis. Radio and telephone channels, handwritten strips andmanual flight progress boards gave the controller meansto communicate data, to memorize data and to displaydata. And, although one might argue about the question

3 9

whether or not there is an engineering iustificction forcalling a radar display system the processing of data, mayI, please, from the controllers point of view, object toanybody call ing a radar display anything better thanr a w d a t a . . .

Now, what do controllers do with all this. They themselves do all the processing of the data, including calculations, data distribution, data formatting, display, identification, updating, data transfer, etc. Although there aresome rules to be obeyed, controllers are given, or — if youprefer — are left with, a substantial freedom as to howexactly do this. As a result, even within one and the samecentre, controllers have become individualistic specialists.This feature has been stimulated out of sheer necessity: inspite of increasing traffic densities, controllers were left todo the job with basically the same tools they had hadfor many years.

And now automation is introduced to this very controller. This implies that many details are standardizedt h a t w e r e n e v e r s t a n d a r d i z e d b e f o r e a n d t h a t r u l e s a r egiven to the controller for matters for which he never sawa r u l e b e f o r e .

Let us be grateful that we finally get the equipment tomake an ATC system (as distinct from a group ofpeople who together constitute an ATC unit). But let usreal ize that this move towards automation impl ies apenetration into the controllers working method in a wayw h i c h w a s n e v e r d o n e b e f o r e .

We need computers, automatic displays, data links,radar digitizers and other technical developments ... weneed them badly. But we must ensure the logical coherenceof all these novelties and ft them correctly into the totalATC environment. And above all, we must be extremelycareful to see that automatic and human processing correspond in every detail. This is a lengthy and difficult taskas it requires a detailed study and analysis of how menand machine can be unified, how they can supplementeach other and how they can together do air trafficcontrol. This requires not just a statement of operationalrequirements in general or more exact terms, but it requires a profound investigation as to how we shall employautomation to achieve the best result. Such a study maywell lead to the need to re-organize an ATC centre inorder to ach ieve that resu l t . Th is is normal in automat ionin general and we should not be afraid to do so in ATC.

What I want to emphasize is that, because this equipment carries out data processing and directly affects theway we carry out air traffic control, we cannot just givethis equipment to controllers and leave them with it. Wemust start the move towards automation with an operational system design, which certainly should take intoaccount what can be done technically, but which primarilyi s a n o p e r a t i o n a l r e s p o n s i b i l i t y. O p e r a t i o n a lsystem design requires a closer teamwork of operationaland engineering staff than was ever needed before. Themove towards automation can only be successful whensystem engineers and operational system-designers speakthe same language: and there is only one language theycan speak, i.e. the language of air traffic control! If theydon't, the maximum we may ever expect to get is someimproved tools. If they do, we will be able to really helpthe controllers by building an air traffic control system.

Indeed, I ask system-engineers of administrations aswell as of industry to concentrate very deeply on how aircraft are controlled. But, at the same time, I ask operatio

nal system designers to free themselves up to a certainextent from detailed controller problems... Not with theobjective to forget, but in order to consider those problemsin the wider context of a total system. Only such anapproach will make it possible to tackle the problems ofair traffic control at the roots, which is a must for a trueb e n e fi c i a l m o v e t o w a r d s a u t o m a t i o n .

We must be cautious not to lose ourselves in solvingisolated problems and forget to really move. There isnothing against developments which help to alleviate certain problems. They are welcome! But we should neitherb e f o o l e d n o r f o o l o u r s e l v e s . T h e m o v e t o w a r d s a u t omation has a far greater potential, which we must fullyexploit. This is a far greater task and also a for moredifficult task than supplying technical equipment to controllers. The latter approach has been followed for muchtoo long a period already...

When we introduce a computer into on air trafficcontrol environment, it is quite natural that one has to reorganize. The present manning, sectorization and workingmethods are based on controllers doing all the processingof data. A computer gives a completely new basis, whichrequires that the totality of centre-organization andworking method has to be re-considered in every detailin order to arrive at the most logical organization andthe best working methods with the use of data processingequipment. And, although the equipment will only do partof the data processing, yet the totality of the system mustbe included in the study to ensure good compatibility ofthe automated and the non-automated parts.

Automatic data processing will not necessarily resultin a decrease of control staff. There are many cases wherec o n t r o l l e r s a r e o v e r l o a d e d b u t t h e r e w a s n o c h a n c e o fsplitting up their work because of the consequential increase of coordinat ion and updat ing load having anadverse effect. Automation may change this picture andc o u l d t h e r e f o r e r e s u l t i n a n i n c r e a s e o f c o n t r o l l e r s . B u tit would give a decrease of controller-workload and inmany ATC-units automation would do a wonderful jobif it did just that...

I n t h e m o v e t o w a r d s a u t o m . a t i o n w e m u s t b e a w a r ethat the majority of the controllers is not absorbed insystem-design teams, but is left to do the daily job ofcontrolling aircraft. They will, therefore, look at automation from an entirely different angle. In order toach ieve tha t the move towards au tomat ion w i l l be ca r r iedout succesfully, it is essential that this aspect is taken intoconsideration from the very first beginning of system-design, as it may considerably influence that design andthe successive steps in which automation will be implemented.

The move towards automation will bring about changesin the operational organizations and in the workingmethods. This not only requires careful thinking by system-design teams. It also requires a thorough introduction inorder that controllers will understand. Not every individual controller will always agree to every detail of anautomation program, but I believe that in general controllers who have a positive attitude towards their profession will welcome automation because of its greatprospects for air traffic control. And controllers do havethat positive attitude. If they didn't, I doubt wheher wecould still speak about existing control of air traffic.

The air traffic forecasts for the next five, ten and twentyyears are alarming for air traffic control.

4 0

I believe that automation can make us go on to controlair traffic safely and orderly provided that the movetowards automation is carried out timely and correctly.

As a conclusion may I, once more, plead that automation is used not just to supply more equipment tocontrollers, but that is used to build air traffic controls y s t e m s to really help our controllers into the seventies.This they need and this they deserve!

Composition of System Design Groups for ATCA u t o m a t i o n

Mr. Endlich said that the views expressed by Mr. Smithighlighted a number of problems, not the least of whichwas the danger that industry might design and produce„black boxes'' which were not subject to a proper systemdesign. Has industry a responsibility in this connection?Mr. Grijseels (Signaal) felt that there was some dangerthat industry might build and proffer equipment which wasnot specifically suited to the task. Before producing equipment, it was essential to establish a systems analysis groupcomprising air traffic control officers and systems eng inee rs . He fu r t he r cons ide red i t essen t i a l t o have controllers in current air traffic control practice as membersof such an analysis group.

Mr. Crewe (Elliott) said that in order to avoid suchdangers, guidance from the customer must be conciseand precise. Even though it was the practice ofmanufacturers to employ operational staff, often withair traffic control experience, an accurate definition ofthe requirement, as stressed by Mr. Jan Smit, was essential.

Mr. Stalpers (Holland) wondered if controllers in current practice would be qualified to participate in systemsanalysis groups and asked whether they should havetraining in system design. Mr. Grijseels felt that it was notnecessary for controllers to be qualified engineers andMr. Bray (Ferranti) made the point that the employmentby industry of ex-ATCOs was not sufficient. It was stillessential for the customer to employ staff who understoodsystem design problems and the implications of theirrequirements on the system software. He considered itmost important that the writing of detailed system specifications should be a joint effort with very close liaisonbetween customer and supplier. It was a major responsibility of industry to help the ATC authorities to learn aboutsystem engineering.

Mr. Arnolds (Telefunken) said that his company dida great deal of systems design and found that controllersemployed by industry were of very great value. He agreedthat their knowledge of current ATC practice would getsomewhat out of date in time but he felt that they couldprovide a very valuable service. Mr. Crewe's opinion wasthat industry could and should employ controllers and itwas the responsibility of industry to provide the opportunity for such employees to maintain constant touch withair traffic control. On the same theme, Mr. Shipley (Cossor)considered that before a system was specified, it wasnecessary to specify the sort of people who would bedoing the specification of the system. In this context itwas essential to have engineers who think air traffic control, combined with air traffic controllers who have theaptitude to specify what is wanted.

Mr. Hayward (U.K.) asked whether and to what extentindustry considered that it had a continuing responsibilityfor the equipment provided after the system had beeni n t r o d u c e d .

Mr. Grijseels (Signaal) agreed with the implications inMr. Hayward's question that changes would inevitablybe needed after installation of automated equipment.Industry had a responsibility to participate in any changesnecessitated by problems which arose after installationand which perhaps could not have been foreseen in theplanning stage. This was another reason for the closeco-operation which must exist between controllers andindustry. Just as it was essential to employ ATCOs andsystem engineers in a system analysis group when definingthe requirements for automation, so it was necessary tokeep young controllers as programmers and to keep industry informed and participating in the postinstallationstage, since automation was an evolving and continuingp r o c e s s .

Mr. Pitas (ATA) introduced a new note by remindingthe audience that the airlines spend considerable time andeffort studying the development of ATC systems since suchsystems are vital to their efficiency. Airports, air trafficcontrol, navigation aids and all-weather systems were allvery vital for an efficient and economic transportationsystem and he felt that the airlines had a contribution tomake towards ATC system design.

Dangers of Isolated Development in ATCA u t o m a t i o n

Mr. Stalpers (Holland) was of the opinion that whilstcontrollers and the industry each had need of the other,there was a very real danger that if each country developed its own system between controllers and industry,^islands" of automation would grow up wherein eachnational system may be unrelated to the systems in adjacent countries. He posed the question to the Panel: Whatco-operation should be fostered between industry andwhat role can IFATCA play in this co-operation in orderto avoid the dangers of a number of automated systemsdeveloping in isolation?

Mr. Pitas (ATA) cited an example in the U.S.A. wherethe New York Centre computer does not „talk" direct toATC at J. F. Kennedy Airport; this was an example of anisland-type of development which should not be allowedto persist. It was essential to have automatic handoverof traffic between automated ATC units if controller workload was to be decreased.

Mr. Vickers (ATCA) instanced the formation by the FAAof a CAPCOM committee which was set up to bring controllers together into a small group to discuss their experience with ATC techniques employed so far and tosuggest means of overcoming any problems which arose.Recommendations from this committee have already resulted in certain manual changes to improve system efficiency.

Mr. Smit brought the discussion back to the originalquestion by saying that Mr. Stalpers was referring to thehelp that controllers in IFATCA from those countries whoalready have experience of automation could provide inensuring uniformity between automated systems. Forexample, Holland, France, Germany, the United States,the U.K. all employ some degree of automation in ATCand all are planning further progress into this field. Different problems and experiences have been evident in thesedevelopments and IFATCA controllers could bring theseexperiences together.

The general opinion of the Panel was that isolateddevelopment in neighbouring countries posed a realdangerwhich should be recognised and avoided. However,

4

the highly competitive nature of the air traffic controlelectronics and automation industry also had to be recognised and whilst industry would co-operate to the fullto avoid the situation where one system of automation wasnot direct ly compatible with an adjacent system, thenormal commercial processes in a highly competitive industry must also be recognised as a contribution to theefficient production of hardware.

Mr. McCluskey (U.K.) introduced a new note on thetheme by remarking that when automatic systems arebeing planned, industry should remember not only thosecontrollers isolated within their automated systems butalso those isolated without automated systems.

Mr. Strudwick (Solartron) asked for the views of IFATCAmembers from countries outside Europe,to which Mr. Ayres(Hong Kong) replied that in the Far East, Japan was likelyto be the first to enter the automation field. Hong Kongwould probably be second but this would be perhaps ayear or two later. The situation was thus likely to arise thatthese two countries would be employing automatic techniques and would form small islands of automation withinlarge areas wherein manual control was still employed.This presented the reverse of the problem mentionedearlier wherein small areas of manual control systemsexisted within large areas employing automatic techniques.

In response to the Chairman's summary of the discussion so far, the Panel considered that much benefit couldaccrue if the industries which they represented could holdperiodic meetings with IFATCA to exchange informationand experience on automation.

Standardisation of Data Exchange between ATCSystems

During the preceding discussion, it was apparent thatconsiderable concern was felt at the prospect of thegrowth of „islands of automation" and of course Its converse, „islands of non-automation". The particular causefor concern was the problems which might arise in theexchange of data between automated and non-automatedATC Centres. It was recognised that organisations such asEurocon t ro l cou ld ass i s t i n the s tandard i sa t i on o f t echn i

ques and procedures and it was also noted that ICAO wasto set up on „Automatic Data Interchange Systems" (ADIS)Pane l t o examine the need fo r s tandard i sa t i on i n techn i

ques employing ground/ground, ground/air and air/grounddata links. Reference was also made to the work done bythe ICAO ATC Automation Panel (ATCAP), now completed, and the Chairman queried whether the Panel had notalready solved to a certain extent the problems of dataexchange between automated and manual systems.

Mr. Srnit (Holland) said that AxTCAxP had tried to definea set of messages and formats for messages which couldbe employed in both automated and noncutomatedsystems. The specification for such messages, as defnedby ATCAP, was now contained in ICAO Doc. 4444.

Mr. Hayward (U. K.) added that ATCAP had rendereda valuable service to international ATC by defining a setof rules which provided for the exchange of messagesbetween automated and non-automated units. Since it wasnot possible to automate an entire ATC system in onestep, either nationally or internationally, it must be recognised that introduction of automation would be agradual process and it would proceed faster in somecountries than in others. Therefore it was essential to provide for the exchange of messages between ATC systems

which, at any one time, would hove developed to adifferent stage of automation.

Mr. Smit (Holland) pointed out that by setting up message formats, ATCAP had considered that they were contributing to the standardisation of automation. Messageformat alone would not by any means ensure completestandardisation, but at least the format of messages musthave an effect upon the type and organisation of automated systems and therefore must contribute towardsstandardisation. Some ATC centres already had computersinstalled and working and it would take time before theycould be modified to conform to ATCAP message formats.Any new automation in air traffic control facilities shouldobviously be designed to conform to the ATCAP formatand this process must in some way contribute towardss t a n d a r d i s a t i o n . H e w o u l d l i k e t o h e a r t h e P a n e l ' s v i e w son this aspect. The Chairman put it to the Panel that effortswere being made by Administrations to change the typeof ATC message to accord with the ATCAP format andthe question posed to the Panel was: Did they considertha t th is wou ld con t r ibu te towards s tandard isa t ion in au tomation and to what extent would i t condit ion systemdesign and organisation?

Mr. Martucci (IBM, Italy) felt that the ATCAP messagesformat would not greatly change automation software.Mr. Smit answered that a computer in an ATC centre mustproduce the data from which a message for on adjacentcentre would be formed. If the system in the centre is sodesigned that the data is produced in accordance with therequired format, then this must contribute towards stand a r d i s a t i o n .

Mr. Martucci (IBM, Italy) thought that what Mr. Smitwas really saying was that with the ATCAP standardisationthere was no longer a problem on the format of messagesbut the problem lay in the content of the messages. Heconsidered that this posed no problem since all the information necessary for the construction of ATC messageswould be available within the computer store,for example,callsign, type of aircraft, flight level, time over the boundary, various estimates, etc.

Mr. Grijseels (Signaal) did not entirely agree withMr. Martucci. He said that an aircraft flight plan containeda great deal of information which was unnecessary to thecontro l ler. He was sure, however, that the messageproblem was susceptible to solution but felt that anothercause for concern in automation, to which IFATCA couldcertainly contribute, was in the procedures for handingover aircraft to adjacent centres or ATC units. He had theimpression that some procedures were designed simply toget rid of departing aircraft without regard to theproblems posed to the receiving ATC unit.

Mr. Hayward (U.K.) thought that it was essential tohand over aircraft under agreed international procedures.If aircraft were handed over with procedural separationthen no problems were involved. Likewise, if they werehanded over with agreed radar separations and therewere agreed procedures for radar handoffs, then againthis posed no problem to the receiving centre. There were,however, too many examples of adjacent centres suddenlyrefusing to accept any more traffic and this could posereal problems for the centre which already had aircraftclimbing en route. He thus felt that whilst a standardisationof messages between computers was important, the actualprocedures for the transfer of traffic between ACCs wereall important.

4 2

s about handF automation,l o s s i b l e t o i n -

3ct increasinge a s o n i t w a sTC system toy and decrea-1 a u t o m a t i o n ,n t r o l l e r w o r k -

ch Mr. VickersN = t h e t o t a l

u m b e r o f a i r -o f w o r k l o a d

on the graph.

ystem even ifs u c h i t e m s a s

Dment circuits,ormation, etc.the ho r i zon ta l

linearly witht h e w o r k l o a dn the system,c r a f t . I t c o m -

tude reports, issuance of information on runway inuse, altimeter settings, weather information, standardclearances, frequency changes, handoff procedures,e t c .

C = the workload involved in resolving potential conflicts;this is proportional to the quantity P(P-1), where

P = the number of potentially conflicting aircraft. Ascan be seen, this value increases almost as the squareof the number of conflicting aircraft.

From Fig. 1, con be seen that probably the most rewarding field in terms of reduced controller workload isto find ways and means of reducing the number of potent ia l confl ic ts . From th is i t fo l lows that e i ther an increasednumber o f a i rc ra f t can be hand led for the same work loado r t h e s a m e n u m b e r o f a i r c r a f t c a n b e h a n d l e d w i t hreduced workload. This does not preclude efforts beingmode to reduce the workload involved in factors A and B,although the results may not be as dramatic as thoseachieved by the reduction in factor C.

One method of reducing the number of potential conflicts is the use of parallel lanes for air traffic, to reducethe number of overtake, altitude-change, and head-onconflicts. Area coverage navigation thus will help in thereduction of the number of conflicts. This, however, doesn o t r u l e o u t t h e n e e d f o r n i i t n m n t i n n R n t h h n v e t h e i r

contributions to moke, multiple discrete tracks to reducethe number of potential conflicts and automation to assistin presenting the pertinent data lO the controller in themost easily-understood form, and with the least amountof effort on his part.

On this aspect Mr. Mundy (U. K.) commented on theimpression given by a number of articles which he hadread on automation. The emphasis seemed to be placedupon the increase in the numbers of aircraft which couldbe controlled simultaneously by automation. But automatic data processing should concentrate at this stage onrelieving the manual functions of the controller, and thusexpanding his thinking time, as well as increasing thesafety of the operation. The emphasis should thus beplaced upon handling the present numbers of aircraft withless effort by the controller. Mr. Vickers used the diagramto i l l us t ra te the fac t tha t i f t he numbers o f a i r c ra f t werenot increased, any decrease in workload would providemore thinking time for the controller. This principle isshown in Fig. 2.

L e g e n d

N = N u m b e r o f a i r c r a f t u n d e rs i m u l t a n e o u s c o n t r o l

W = W o r k l o a dA = R e s i d u a l W o r k l o a dB = R o u t i n e W o r k l o a dC = Separation Workload /m = S a f e t y M a r g i n /s = Saturation Threshold /

)f aircraft is not increased to take advantage ofprevious exompie, increased thinking time (safelyable for handling non-routine situations.

Another aspect of thinking time was mentioned byMr. Wachtel (Israel) who said that automation must bedesigned to help controllers moke vital and rapid decisions;this is the human importance of automation.

T h e C h a i r m a n d r e w a t t e n t i o n t o M r . S m i t ' s r e m a r k s

concerning the changes in controllers' procedures consequent upon automation. He felt that if aural stimuli suchas position and identification reports could be reduced oreven eliminated then the controllers could cope with moret r a f fi c .

Mr. McCluskey (U. K.) referred back to the graph andasked if there was not a danger that a computer systemmay cause the A and B components of the workload, asshown on the graph, to rise, especially if the input-outputinterfaces are not efficient. Mr. Vickers agreed that thiscould happen. He pointed out that M. Jacques Villiers ofFrance had warned that if an ATC automation system didnot produce enough gains in capacity or safety to morethan make up for the inevitable increase in manipulativeworkload, then the system was not justified.

Mr. Stalpers (Holland) requested clarification as to theobjectives of the controller workload study, as illustratedby the graphs. He asked whether the study was designedto show the maximum value for the workload which a controller could be expected to withstand or whether it merelyexpressed workload in terms of numbers of aircraftwithout trying to express a saturation limit. He feared thattoo often, maximum saturation was only discovered inpractice when controllers got pushed beyond their limits.

M r. V i c k e r s s a i d t h a t t h e s a t u r a t i o n l e v e l w a s n o t afixed quantity, but was greatly affected by human factors.It varied with individual controllers, with teams of controllers and also with the state of mind and fatigue of theindividuals comprising such teams.

Human Aspects of Automation -ATCO Training and Experience

The Chairman turned to the human aspects of automation, especially the preparation and training of controllers in the use of such techniques, and asked howefficiently such training and preparation could be doneby the use of simulation.

Mr. Crewe (Elliott) referred to two aspects of the useof digital simulators. In the first place, such a simulatorwas an efficient means of investigating and analysing thefuture automation of a particular environment. In thesecond place, it had great value in the training of controllers in the field of working with computers and workingwith the form of displays and data which would be usedi n t h e f u t u r e .

Mr. Smit (Holland) also spoke on the training of controllers in the use of automatic techniques and automaticdata processing and warned against any tendency tounder-estimate the difficulties involved. From very real andpractical experience in Holland they could say that itcould take two or three years to train controllers in theefficient employment of automatic techniques. Simulatorscould be a great help and controllers could be trainedto read new forms of displays and to use buttons insteadof pencils. This was important, but even more importantthe control ler must know something of the sof twaredesign of the system in order that he may understand whatprocesses take place in the automatic handling of datawhen he takes certain actions. Thus, he must know the

Figure 2I f m a x i m u m n u m b e r c

r e d u c e d w o r k l o a d i n |

marg in ) w i l l be cvo ik

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rules of the system before he can appreciate fully whateffects some action that he takes will have upon the systemas it affects both his own work and the work of adjacentcontrollers. This is a matter of mental man/machineryrelationship as distinct from the normally quoted man/machine relationship which is usually cancerned with thenumber of buttons or keys, the colour and format af dataand the precise location ATC displays, etc.

Mr. Crewe (Elliott) mentioned the Board of TradeATCO training in the U.K. which he thought covered thisparticular aspect. However, he agreed that lessons shouldbe learned from the very valuable practical experience inHolland and this should be applied universally to thebenefit of controllers.

Mr. Strudwick (Solortron) agreed with Mr. Crewe andconsidered that the lessons being learned now in Europeand in America could well be channelled through IFATCAfor the benefit of those states still contemplating thev e n t u r e i n t o t h e r e a l m s o f a u t o m a t i o n .

Mr. Fischer (Germany) referred to the experience ofc o n t r o l l e r s i n t h e G e r m a n F e d e r a t i o n . I t s e e m e d t o h i mthat ATC computers should be capable of processing dataand presenting it to a flow controller so as to enable himto pre-plan the flow of traffic up to 30 minutes beforeentry into any particular sector. The number of displaysper sector should be kept to a minimum and a carefulselection of data should be made for presentation to thecontroller, i.e. only essential data for pre-planning purposes should be presented to the flow planning controller.Detailed informatian on flight data should be presentedto the executive controller to enable him to deal withspecific confiictions which might arise in the pre-plannedfl o w .

Airline Dispatch Requirements

Mr. Leiby (International Federation of Airline Dispatchers Associations) raised a new note in the subject of theprogress in ATC automation. With the advent of the supersonic transport and jumbo jet aircraft there was a vitalneed for pre-planning and co-ordination between pilots,ATCOs and flight dispatchers. He felt that there weredistinct areas where insufficient liaison existed betweenATC and Flight Operations; for example. NorthAtlantic traffic congestion, where, for lack of adequateknowledge from ATC, flight dispatchers were still filingflight plans, requesting levels which were already knownto ATC to be blocked. A further example of the lackof co-ordination applied to terminal area congestionwhere controllers had little data on the operational requirements of the airline and the aircraft captain, which couldbe of material benefit in deciding diversian or alternaterouteing when conditions of traffic saturation existed.Mr, Leiby felt that the controllers should have knowledgeof the likely operations being planned by the airline companies, e.g. holding fuel, diversions, etc. He naturally didnot wish to overload the controller with what he mightfeel to be extraneous information, but felt that automatictechniques could provide displays of ATC data to companyflight operations so that they could see where hold-upsor saturations were likely to occur. At the same time, incongested terminal areas neither ATC nor flight dispatchknew where airports or airways were becoming saturated

n o r w h e r e a i r c r a f t c o u l d b e d i v e r t e d t o a v o i d t h e m a x imum penalties of delays. This problem would be aggravated with the introduction of the SST and jumbo jets sinceonly certain airports were capable of accepting such aircraft. It was therefore essential that the airline companyshould have accurate knowledge of the build-up of congestion and of the means of obviating delays.

The Chairman summarised this particular aspect ofATC automation by saying that Mr. Leiby was reallyposing two requirements: firstly, that ATC should havethe knowledge of preferred diversions and fuel availablefor each aircraft in the event of a diversion. His own viewwas that ATC could not possibly hold such a volume ofinformation. Secondly, that a display of data on thecurrent ATC situation should be available in companyflight operations rooms so as to facilitate flight ops'decisions regarding the planning of their operations, inparticular the re-routeing of aircraft to avoid prolongedholding or congestions. He felt that the interpretation ofsuch displays by flight ops might be difficult unless thedata display could be so processed as to moke on intelligent interpretation of the traffic situation clearly apparent.Furthermore, since the traffic situation was never static,such displays would somehow have to show the immediatechanges likely to take place in the traffic build-up.

Mr. Hayward (U.K.) thought that undoubtedly computers could be programmed to provide the data in therequired form, but not without considerable difficulties andcomplexities. This raised the vital question of who wouldpay for the high cost involved in this additional complexity. Since it was an airline facility, the airlines wouldhave to pay far it and would thus have to decide whetherit was economically justified.

In reply Mr. Leiby felt that greater efficiency andeconomy could be achieved if flight operations knewwhere ATC problems were likely to arise, since a wrongdecision on their part involving the diversion of severallarge aircraft and hundreds of passengers could prove

Figure: 3ARTS Presentation at Atlanta. 25 mile range, single runway operationLabels show flight identity and ground speed, except departure 20 milesESE showing assigned altitude of 3000 feet.

4 5

Ferranti conjure up an Air Traffic Controller'sDream up an ATC dilemma — the morecomplex the better. Imagine a traineecontroller face to face with a situation soreal it makes him sweat. The point of allthis isn't one of sadism, but safety. Andthat is the sole purpose of the Air Trafficand Radar Simulator developed byFerranti for training Air Traffic ControlOfficers and evaluating new techniques.

The System can realistically simulate theflight of aircraft over any specified area.The trainee controllers are presentedwith primary and secondary video outputs representing the aircraft as seenfrom independent radar sites. Over theR/T they talk to 'pilots' who have thefacility to change position, height and speedsecond-by-second in accordance with

nightmare.. .at the touch of a buttoninstructions from a trainee or as dictatedby the exercise programme.Any aircraft type — existing or expectedin the fu tu re — can be s imu la ted f romtake-off to touch-down. The radar t rackscan be pre-programmed, manually controlled, or a combination of both. Parameterchanges and other supervisory intervention is possible before or whilst an exercise

is in progress. At the heart of the systemi s a F e r r a n t i F M 1 6 0 0 s e r i e s m i c r o - c i r c u i t

computer which can generate videos for anytype of P.P.I. The use of digital techniquesbrings the benefits of accuracy, flexibilityand ease of expansion. The degree ofsophistication, size and capacity of thesystem can be as great or as small asd e s i r e d .

Thus a trainee controller can be made toface complex, real-time situations whichtest his aptitude, initiative and resourcesto the utmost before he even steps insidet h e c o n t r o l c e n t r e . T h e F e r r a n t i A i rTra ffic and Radar S imu la to r i s v i ta l fo rthe training of Air Traffic ControlOfficers - and the safety of aircraft thatdepend on them.

FERRANTI air traffic control systemsFerranti Ltd., Digital Systems Department, Bracknell, Berkshire, England.

D S 1 7

extremely expensive. The companies should therefore bewilling to provide money for facilities which would obviatewrong decisions and hence the economic penalties inv o l v e d .

On a light hearted note but nevertheless containinga serious implication, Mr. Jan Smit said that although hecould see the point made by Mr. Leiby and could believein its ultimate realisation, it was currently possible for anyone to predict where congestion would occur simply bylooking at a timetable for the scheduled airlines. Thiscomment raised a good deal of affirmative laughter; theage-old controversy between the airlines'desire to operatetheir schedules at the optimum hours and the constant pleaby ATC to spread the schedules was a matter of personalexperience to most of the control lers present in thea u d i e n c e .

Mr. McCluskey (U.K.) agreed with Mr. Smit and saidthat it was still the feeling of ATC that airlines could doa lot to help themselves to avoid traffic bunching.

C losure o f the Sess ion

The Chai rman said that the d iscussion was now enter

ing a field which could continue for a considerable time,namely, the controversy between the airlines, who saidthat they had to schedule their flights to meet the demandsof the public to travel at the most popular hours and airtraffic control who said that the airlines must expect delaysand congestion if they insisted on planning two or moreschedules between the sam.e points at the same hour, at

the same flight level. However, as in previous years, therewas a finite limit to the discussion panel session and although it was apparent that there were many in theaudience still eager to participate in the discussion, it washis duty to stick to the timetable. He therefore called onMr. Smit to summarise the discussion in some concludingr e m a r k s .

Mr. Smit said that the discussion during the Panel Session had rightly concentrated upon the operational andhuman aspects of automation in air traffic control. However, there were two salient points which should be accorded high priority in the move towards ATC automation:

a) Air Traffic Control must have automation — but it willnot solve all the ATC problems. It is essential thatefficient airspace organisation should accompany thedevelopment of automatic techniques.

b) When automation is introduced into ATC it will inevitably demand a higher standard in the capability ofair t raffic contro l lers. There is no doubt that contro l lerscan be trained to understand the automation processesand to anticipate the effects of the actions whichthey themselves initiate, but this point must be fullyappreciated otherwise automation might wel l br ingmore problems than it solves.

Walter Endlich terminated the proceedings by thankingthe Panel Members, Mr. Smit for his introduction and conclusion, and the audience who had participated, for theirefforts to ensure a lively and stimulating discussion.

A d d i t i o n a l N o t e s

Since time precluded further comments during the session, Mr. Bray (Ferranti) has supplied the following addit i o n a l m a t e r i a l :

Mr. Jon Smit made an important point when he stressedthe need for controllers to have software knowledge. Theintroduction of automation will not prevent changes inprocedures, route structures, etc. Such changes must beaccommodated by software modifications, which in myview are best done by the ATC authority's staff, withassistance when necessary from the manufacturer's programmers. This philosophy has two main advantages:

a) Quicker implementation of changes, if not initially thencertainly more and more as time passes, because theuser's familiarity with the system will increase, whereasthe manufacturer's will almost certainly decrease.

b) It will lead to better liaison with industry in the specification of new systems and of extensions to existingsystem.

Both ore likely in the long run to save the customer'sm o n e y .

However, for this approach to be successful, the overallsoftware organisation must be designed from the outsetto provide as far as possible for later detail changes.It is also necessary for the user's staff to become thoroughlyfamiliar with the system before it is put into operationaluse. To this end we hove found it worthwhile to invite thecustomer to join in the system commissioning before installation, in addition to providing formal training courses.

I feel that the proposal for IFATCA/industry meetingsto exchange information should be enlarged on, in casethe brief reference to it should escape notice. I do notrecall a clear decision that IFATCA would act on a proposal. If it is implemented it should perhaps be the function of a separate committee rather than Standing Committee I, and if given the right terms of reference, thiscommittee could do a very useful job by becoming theclearing house for all ATC automation ideas, informationand experience.

On the subject of message standardisation I believemost manufacturers would agree that software can beprovided to interpret messages whatever their format, butobviously the amount of software (and system cost) willbe reduced (a) if messages from all external sources conform to standard formats, and (b) if the message formatsare designed with computer use in mind.

Mr. Crewe mentioned two aspect of the use of digitalsimulators. Two others are worth notice. First, they oreinvaluable for a I I operational training of controllers,whether they are being trained for work with computer-based systems or not. For this purpose they are much moreversatile and flexible than analogue simulators, and canreduce on-the-job training to an absolute minimum.Second, the use of digital simulation will avoid the dangerto life and limb which has delayed the introduction ofoperational automation. With simulated aircraft (no passengers!), the new procedures and technical innovationscan be very thoroughly checked out before introductionto opera t iona l use.

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(Photo: Archiv Bilderdienst Suddeutscher Verlag)

Te c h n i c a l E x h i b i t i o nAn Exhibition by the Corporation Members of IFATCA and other appropriate organisations, was held in the Regina-Palast Hotel. Those taking part were;A E G Te l e f u n k e n

Wolfgang AssmannBecker FlugfunkCossor E lect ron icsDecco Navigator CompanyKurt Eichweber, GPL General PrecisionElliott Brothers (London)Fe r ron t i L im i t ed

The Marconi CompanyPhilips Telecommunicatie IndustrieC. Plath GmbHRohde & SchwarzSelenia Industr ie Elet t ronicheS iemens AGSolartron Electronics GroupStandard Radio & Telefon AB

700 lOJ T E f "s S f

LSUJOTLJ

integrated cii

4 9

Binaural Hearing In ATC

An interesting presentation of binaural hearing applied to ATC was given byDr. H.J. Zetzmann, aviation scientist and Honorary Member of the GermanA i r T r 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 n .

The application of binaural hearing in aviation was first proposed by Copt.W. Parti of Deutsche Lufthansa'), and at the Munich Conference Dr. Zetzmannwas in a position to demonstrate an operational model which hod been developed by the Deutsche Versuchsonstolt fur Luft- und Roumfohrt in cooperationwith Deutsche Lufthansa. It is based on the human aptitude for directionalhearing, i. e. the mental ability to locate the direction from which a particularaudio signal is coming, to filter it out of a variety of other aural stimuli, and toassimilate its message content.An audio signal usually does not reach our left and our right ear simultaneously,but there occurs a difference in transit time which depends upon the positionof the aud io source . Th is d i f fe rence has been found to be 630 mic rosecondsin the extreme coses where the audio source is either exactly to the right or tot h e l e f t o f t h e l i s t e n e r .

Dr. Zetzmann (right) demonstrating binaural hearing to Tirey K. Vickers (in front of tape recorder)

In the demonstration setup. Dr. Zetzmann has simulated this natural differencein transit time by feeding three different audio channels to a split headset, onein which the information at the left ear is artificially delayed by 630 microseconds, one in which the information at the right ear is delayed for 630 microseconds, and one in which the information is simultaneously fed to both ears.The result is quite spectacular. The individual audio information which iscompletely unintelligable on a normal headphone without delay line is nowinterpreted by the mind as if it were coming from the right, from the left, orfrom the front. By concentrating on any of the individual messages, the listenercan understand it perfectly well.This is a significant achievement in the endeavours for a better adaptationof equipment to man and will undoubtedly facilitate the task of controllers atATC units where split headsets are being used for the simultaneous monitoringof R/T channels and interphone lines. There ore many other applications, forinstance on the flight deck and in military operational control.

■) See DER FLUGLEITER, April 1965.

AcknowledgmentIFATCA would like to thank oil the individuals and organisations who gave their assistanceand co-operation to make the Conference a success.

Social ArrangementsIFATCA is grateful to the following sponsors for their generosity:

Reception and Cocktails22nd April The Ministerpresident of Bavaria23rd Apr i l Deutsche Luf thansa, German Air l ines

Verband Deutscher Flugleiter24th April The Consul General of Switzerland and Madame P. L. Erni

L u n c h e o n s

2 2 n d A p r i l S i e m e n s A GDeutscher LuftpoolK u r t E i c h w e b e r

A e r o C o m m a n d e rC . P l a t h G m b H .

F e r r a n t i L i m i t e d

The Marconi Company22nd April The Lord Mayor of Munich24th April International Telephone & Telegraph Company, represented by;

Standard Radio & Telefon AB andStandard E lek t r i k Lo renz AG

PhilipsFluggerdtewerk Bodensee LimitedR o b e r t B o s c h G m b H

W i e n e r w a l d G m b H2 5 t h A p r i l A E G Te l e f u n k e n

The Decca Navigator Company

The Deputy Mayor of Munich,welcoming Delegates and Observers at the "Ratskeller'

M a u r i c e C e r f a n d L . N . Te k s t r a

President and Immediate Past President

T h e C o n s u l G e n e r a l o f S w i t z e r l a n d a n dMadame Erni (right), Mr.G.Dunand, I.L. O.(centre right), J. D. Monin, President of theSwiss ATCA (centre left), IFATCA Presidentand Mrs. Tekstra (left).

5 2

p. R. O. Wolf Mittler interpreting.

5 3

O p e r a23rd April Sponsored by the German Air TrofFic Controllers Association, arrange

ments were made for delegates to attend a performance of "The FlyingDutchman" by Wagner. This was an event which will long remain in thememory of all those present. The Opera was grandly staged, the singingwas superb —■ there were ten curtain calls — and the atmosphere of themagnificent Opera House was most impressive. The reception during theintermission, in the Konigssaal, sponsored by the Deutsche Lufthansa AG,gave the finishing touch to a memorable evening.

Scenery of "The Flying Dutchman", created by G. Schneider-Siemssen

D i n n e r s

24th April "Bavarian Evening", sponsored by:Cossor Electronics L imi tedThe Decca Navigator CompanyElliott Brothers (London) Ltd.Solortron Electronics Group

2 5 t h A p r i l " F a r e w e l l B a n q u e t "The Airport Company Munich-Riem Limited

Ladies' ProgrammeAvon Cosmet ics L imi ted :

Vis i t to Works .

City of Munich:Three hour sight seeing tour.

Ralph Fashion:Tour of the atelier and a Fashion Show.

Organisation and Administration of the ConferenceIFATCA gratefully acknowledges its debt to the following;

Ladies' ProgrammeA i r F o r c e L i a i s o n

E x h i b i t i o n

Secretariat and Duplication Office

Conference Office and Reception

Transportation and StaffPub l i c Re la t ions OfficerGeneral Conference OrganisationA c c o m o d a t i o nConference Photographer

F. B e r k

E. V. BismarckD . G u t z e i t

K . H . Her fu r tE . K l e i n b u b

O . W o l fM . K r u l l

W . M i t t l e r

H.J. PeschtW. R e i s sR. Stonge

The following names are considered to be representatives of the many others who renderedtheir valuable assistance and helped to make the Conference a complete success. The(spore time!) achievements of the Munich chapter have indeed been extraordinary.

Messrs. Birnbaum, Bredernitz, Frank, Franzke, Gschwilm, Hinterleitner, Klinke,Ludorf, Piotrowski, Rubner, Seifert.

Last but not least a big THANK YOU for the most effective technical assistance renderedby IBM Germany, HELL, OMNIA-Gestetner, the Munich airport company, and the localu n i t s o f t h e D e u t s c h e B u n d e s w e h r .

Publ ici tyP r e s s C o n f e r e n c e .

Television and Radio interviews with the President of the German Air Traffic ControllersAssociation, and other personalities present.Beamed radio transmissions for live and re-broadcast programmes in the country of theperson in te rv iewed .Announcement of the Conference on the National Evening News of the German TelevisionS e r v i c e .An eight minute interview on the German International Radio Service directed to theMiddle and Far East, and to North and South America, included Mr. L. N. Tekstra; Mr.A. Pitas and Mr. Tirey Vickers of the American ATCA; Mr. C. Martucci of the Italian Department of Transport and Aviation; Mr. R. Cooper of the Hongkong Association; Mr. A. Ste-fanovic of the Yugoslavian Association; and the Director General of the Ministry of Transport, Uruguay.

At the press conference(r. to I.) L. Goebbels, Editor DER FLUGLEITER; W. Kossebohm, President GATCA; W. Mittler, Public RelationsOfficer — Munich Conference; L. N. Tekstra, President IFATCA; W. H. Endlich, Editor THE CONTROLLER.

Charming and e ff ic ient — The Luf thansa hostesses a t the recept iono f fi c e .

C h a r t e r s o f A f fi l i a t i o n w e r e i s s u e d t o M e m b e r A s s o c i a t i o n s a n d C o r

poration Members; here the Decca Navigator Company, representedby W. E. J. Groves.

Workers behind the scene — Bernhard Schuler of the Munich Chapterassists in deciphering a handwritten text for the Sub Committee report.

5 7

^emiiUickUeitFlashes from the Bavarian Evening

A t t e n d a n c e L i s tThe following Officers, Directors, Delegates and Observers a t t e n d e d t h e C o n f e r e n c e :

I F A T C A O f fi c e r s

Tekstro, L. N. Pres iden t N E T H E R L A N D S

Campbell, J. R. 1st Vice-Pres ident C A N A D A

Ruthy, B. T r e a s u r e r S W I T Z E R L A N D

Endlich, W. E d i t o r G E R M A N Y

Monk, G. Executive Secretary U K

IFATCA DelegatesA U S T R I A Nagy, A. D i r e c t o r

Chrystoph, W. DeputyHirsch, K. DeputyKihr, H. DeputyBohm, K. O b s e r v e r

Heusch, F. O b s e r v e r

Posch, G. O b s e r v e r

Schyr, E. O b s e r v e r

Schubert, O. O b s e r v e r

Spatzek, R. O b s e r v e r

Told, K. O b s e r v e r

B E L G I U M Maziers, A. D i r e c t o r

Aelbrecht, J. DeputyDavister, A. DeputyLemaire, G. Deputyv a n d e r S t r a e t e DeputyCampsteyn, H. O b s e r v e r

Meulenbergs, J. J. O b s e r v e r

Sermyn, E. O b s e r v e r

C A N A D A Lyon, J. D. D i r e c t o r

Diffley, D. M. DeputyRoy, R. Deputy

D E N M A R K Frederiksen, V. D i r e c t o r

Larsen, E. DeputyMortensen, A. DeputyChrist iansen, E. O b s e r v e r

F 1 N L A N D Lehto, F. D i r e c t o r

Happonen, A. DeputyNevaste , H. O b s e r v e r

F R A N C E Zammi th , F. D i r e c t o r

Ga rc i a , M . DeputyLefronc, J. M. DeputyA b r c s s a r t O b s e r v e r

B o c a r d O b s e r v e r

Capdeville, S. O b s e r v e r

Cerf, M. O b s e r v e r

C l e r k O b s e r v e r

Crepin, R. O b s e r v e r

Gregoi r O b s e r v e r

Keller, J. O b s e r v e r

Lanteri, A. O b s e r v e r

M e r c i e r O b s e r v e r

Ragum, G. O b s e r v e r

V e i l l o t O b s e r v e r

5 9

G E R M A N Y Guddat, H. D i r e c t o r

G o e b e l , W. DeputyPiotrowski, K. DeputyAdam, K. O b s e r v e r

Bouhoff, H. O b s e r v e r

Copelle, W. O b s e r v e rErhord, 'W. O b s e r v e rFischer, F. W. O b s e r v e rHeines, F. O b s e r v e rJust, E. O b s e r v e r

Kuhn, P. O b s e r v e rKremer, H. W. O b s e r v e r

Lingncu, A. O b s e r v e rLudeloff, K. O b s e r v e rMohrorens, D. O b s e r v e rNehl, K. O b s e r v e rMuller, H. O b s e r v e rNellessen, H. O b s e r v e rPrakelt, M. O b s e r v e rPreuss, H.J. O b s e r v e rScholz, A. O b s e r v e rSchrieber, W. O b s e r v e rSeidel, E. O b s e r v e rSuske, A. O b s e r v e rRuster, G. O b s e r v e rUrbcnski, M. O b s e r v e rWagner, F. O b s e r v e rWich, M. O b s e r v e rZacharias, U. O b s e r v e rZehnder, F. O b s e r v e rZelinka, F. F. O b s e r v e rKlinke, H. J. O b s e r v e r

G R E E C E Gonos, N. D i r e c t o rPetroulias, E. DeputyTheodoropoulos, C. Deputy

H O N G K O N G Cooper, R. D i r e c t o r

Ayers, R. L. Deputy

I C E L A N D Gudmundsson, H. D i r e c t o rOlafsson, G. Deputy

I R A N Yessai, S. D i r e c t o r

I R E L A N D Eglington, D. D i r e c t o rMcCabe, M. DeputyKelleher, F. O b s e r v e r

I S R A E L Wachtel, J. D i r e c t o rKatz, W. Deputy

I T A L Y Mercuri, L. D i r e c t o rSilveri, E. Deputy

L U X E M B O U R G Klein, A. D i r e c t o r

Kimmes, J. P. Deputy

N E T H E R L A N D S Staipers, P. J. D i r e c t o rBakker, G. Deputyvan Ginkel, J. DeputyMeyers, H. Deputyvan Ommen, B. Deputy

N O R W A Y Nilsen, E. D i r e c t o r

Kalvic, J. Deputy

6 0

R H O D E S I A Thomas, J. D. D i r e c t o r

Thorogood, L. E. DeputyS W E D E N Atterhoim, G. D i r e c t o r

Karlahag, N. A. DeputyHerngren, H. O b s e r v e rJoelsson, B. O. O b s e r v e r

S W I T Z E R L A N D Mon in , J . D . D i r e c t o r

Furrer, B. DeputyHenchoz, M. DeputyRoulin, J. D. DeputyTanner, W. DeputyAeberhard, W. O b s e r v e r

Cominot, R. O b s e r v e r

Heim, H. U. O b s e r v e r

U N I T E D K I N G D O M Field, A. D i r e c t o r

Mundy, R. DeputyFlarr ison, T. DelegateHayward, E. DelegateMealing, P. DelegateSaker, J. A. DelegateMcClusky, E. O b s e r v e r

U R U G U A Y Beder, J. D i r e c t o r

Ruggier, R. DeputyBlanco, A. Deputy

Y U G O S L A V I A Stefanovic, A. D i r e c t o r

Veres, Z. DeputyZivkovic, D. DeputyD e s o v i c O b s e r v e r

O b s e r v e r s f r o m N o n - M e m b e r A s s o c i a t i o n s

B U L G A R I A Ivanov, M.Pommakov, S .

C H I L E Zurob, R.

H U N G A R Y Kiss, T.Voit, E.

I R A K Al-Jassani Abdul Razzaq

T U N E S 1 A Dimassi, B.

Observers from International and National OrganizationsA D V Siebenwurst, K.Airline Dispatchers Assn. Leiby, R. H.D A e C Schroder, H.D A G Schwarz, E.D V L Loose, S.

Dr. Zetzmann, H. J.E U R O C O N T R O L Broca, P. A.l A O P A Koemans, H. M.l A N C Magnee, A.i C A O / U N Ei le r t , W.I F A L P A NicolaieflF, V,

Schmidtleitner, P.I L O Dunand ,G.V D F F Heinrich, E.

61

Observers from Corporation MembersA E G - T e l e f u n k e n A r n o l d s , R .

Bodenbende r, H .Burkle, H.Ki lz, M.Kreuziger, H.Kuhn, H.Moser, K.Sch ie lmann, M.Dr. Siegert, R. H.Pahs, G.Teiber, H.Wa c h h o l z , W.

Air Transport Associationo f A m e r i c a Pitas, A.

Wolfgang Assmann GmbH GossI , W.Laza r, W.

C S F Ogee G.

C o s s o r E l e c t r o n i c L t d . Shipley, R.Scott, H. C.

Decca Navigator Co. Ltd. Groves, W. E. J.Hynam, C. L.Johnson, T. D.Turley-George, D. RVickers, T. K.

Elliott Automation Group Foster, T.Crewe, F.

F e r r a n t i L t d . BrayJohnson, M. H.Morris, C. J.

I B M Dr. Martucci , C.

Marconi Company Ltd. Adams, F.

N.V. Holl. Signaalapparaten Grijseels, R. A.Pribee, E. Ch.v o n Z e d t l i t z

S e l e n i a Brandstetter, H.Fenwick, H. H.

Solartron Electronics Group Strudwick, A. K.

N.V. Philips Eindhoven Jansen, R. M.Veldhuizen, A.

Plessey Company Limited Peppit, T. F.

Standard Rad io & Te le fon AB Persson, 1.

Whittaker Corporation Lehrman, M.

Observers from IndustryAusstellung Seifert, K.

Elektro Spezial GmbH Dr. Hiike, O.

Dr.-lng. Rudolf Hell Wacker, J.

Deutsche Philips GmbH Henrichs, Th.S i e m e n s A G Dr. Mai, G.

S tandard E lek t r i k Lo renz Ott, J.

6 2

P l a t h G m b H Benoit, P.

Internationale Navigat ieApparaten-N.V. Rotterdam van Rees Vellinga, R.

Observers from Press

Bayrischer Rundfunk Buschmann, F.

Der Flugleiter Goebbels, L.

D P A

Air and Cosmos, AerospaceWeek ly Trichet, J. C.

Airline Representatives and other GuestsA U A Menner, F.

B E A Reynartz, U. R.D L H Zehnder, F. W.

K L M Teubner, W. M.

P A A Keneally, P. J.S a b e n a Bley

Seaboard World Air l ines Buchberger, A. K.Vadasz, J.

World Airways Inc. Dette, H.

Corporate Members VDF Brauns, G.Wa l c h , M .

Observers f rom Nat ional Administrat ionBundesministerium fur Verkehr Dr. Schmitt-Ott, U.

Glunz, G.

Bundesanstalt fur Flugsicherung Dr. Heer, O.G r a n d lKolle, H.Schonberger, W.V o s s

B u n d e s m i n i s t e r i u m Achsel , H.der Verteidigung und Bea, H.D e u t s c h e L u f t w a f f e Brauer, E.

FinkI, H. J.J a i t n e r

Dr. med. Kohler, H.Dr. LauschnerLindner, G.Lorenz, G.Ma ron , J .V. Minkwitz, H.R a l l

Rath, H. J.Regenauer, H. W.Riedinger, E.Schmitz-Reiners, R.Schuize, P.Spies, P.Thiessen, H. H.

6 3

L u f t f a h r t - B u n d e s a m t Ehmke, H.

Flughafen Munchen-Riem GmbH Graf zu Caste!!Nitschke, K.

E c o ! 0 N a t i o n a !de !'Aviation Civile, France

Department of Transportand Power, !re!and

Ministry of Transportand Aviation, Italy

Herzing, W.B a r t z

Co!!et, P.

Bracken, P.

Mar tucc i , G .

Fede ra ! Av ia t i on Admin i s t ra t i on Wa l l e r, G . M .

United Kingdom Embassy Lord, G.

UK Nat iona ! ATC Serv ice /Boardo f T r a d e K y r k e - S m i t h , C . A . M .

Department of Civi! Aviation,N e t h e r l a n d s S m i t , J . S .

R a d i o S c h w e i z A G S c h w a b , W .

Smit, J. S.

Schwab, W.

Ministry of Air Defense, !ta!y Si!!a, D.U.S. AFOF, Heide!berc

1 s t A i r D i v i s i o n C D N

HQ. U.S. Ai r Force

USAF Fit. Svc.

RLW.-Regie der Luchtwegen,Beigium

U.S. Mission, Berlin

Director of Transport,Communications and Tourism,Uruguay

Barrett, R.

Septav, O.

Benton, R.Eberts, M. D.

Maj. Zoerlein

Staels, M.Luyten, E.

Urbanski, H.

Conference Organization

Birnbaum, A.Lt. Co!, von Bismarck, E.Girling, H.Goebbeis, L.Gutzeit, D.Herfurth, K. H.Kassebohm, W.Kleinbub, E.Klinke, H.Mittler, W.Muschen

Pescht, H.-J.Reiss, W.Schuier, B.Wo!f, O.

Appendices to the Conference Report

Report of the Honorary Secretary

Firstly, I would like to express my sincere thanks to those of you who hove generously Appendix A. iassisted me in the task of increasing and improving the exchange of both technical and A,environmental information between member associations, and in assisting associations bydirect contacts, surveys, and whenever possible even immediate help by means of talks toaviation authorities, airline people, etc. This applies especially to the Board of Officers ofthe Federation and Chairmen of Associations who have reacted promptly and enthusiastically on all occasions.In summarizing 1967 activities of which much information has already been published bythe Executive Secretary (and I wonder how he could find all the time for the tedious andtime-consuming work of printing and mailing hundreds of letters) the following highlightsare worthy of note:

— a comprehensive report was submitted after a visit to Iceland at the invitation of theIceland air traffic control association;a report was submitted relating to discussions held with the Board of Officers of ATCAduring their last convention in St. Paul/Minneapolis;— a further report was made covering various contact with associations and professionalorganizations who are not yet affiliated to IFATCA but who have shown potentialinterest in the technical-professional aims of a world-wide association of professionalair traffic controllers;

— the remainder of any activities regarded administrative work in close coordination withthe Executive Secretary and Standing Committees.

A previous visit to Venezuela and most fruitful talks with their CAA, during which explaining in detail the weight of responsibility on air traffic controllers and the extreme complexity of ATC procedures were outlined, resulted in the early Fall of 67 in a 10% increaseof salaries, although the aims of the Federation are not combined with those of tradeunions and staff organizations.In addition, the Venezuelan ATC reported an improvement in available equipment and themodernization of the radar system.During a one week stay in Reykjavik the problem of free transportation with their notionalair carriers was settled thus guaranteeing route experience flights to each individual controller on an annual basis to visit adjacent ATC facilities.Continued talks to representatives in eastern and southeastern Europe resulted in 1966 inthe affiliation of the Yugoslavian Association and, I hope, very soon in the fact that theTurkish Association will join IFATCA. You certainly have recognized in previous reportsthat such contacts with Poland, Czechoslovakia, Hungary, Roumania, Bulgaria and last butnot least the USSR have lead to a better understanding between the Federation and thevar ious un ions o f t hese coun t r i es .It is noteworthy that the Board of Officers was invited for an extended visit to the USSR.Exchanges of delegations and occasional attendance at the annual conferences of theFederation demonstrate the continued interest of these people in IFATCA, but there orestill some difficulties in getting necessary permission for transportation. It can only behoped that this policy of an "open door" will finally lead to a unique world-wide andstrong professional organization.Publications in the official journal of the Federation and in various newletters on a national basis lead to on extended flow of technical and professional information and interesting news about working conditions abroad.I regret to inform you that on December 31, 1967, I resigned from the post of HonorarySecretary handling over all papers of interest to the Board of Officers. This action was asa result of my joining SELENIA, a well known Cooperative Member of IFATCA, on theoperational ATC side as an entirely independent systems consultant.In closing, may I once again thank you for your support in helping me discharge my dutiesas Honorary Secretary. It was a rewarding personal and professional experience, and Ilook forward to working with you all in the future in my new position. H. Brandstetter

6 5

Report of the Treasurer

Appendix A. 2 The audited Balance Sheet and the Income and Expenditure accounts which show the flnan-Cf. Agenda Item A. 1.2 (-iol position of the Federation as on December 31, 1967, have been published and distri-Page 27 byfed as conference paper 68.A.3 (agenda item 68.A.1.2.1).

For the first time in its history the Federation ends a financial year with a deficit althoughit may be said that this is smaller than expected.The membership for 1967 was 24 Member Associations with 3581 individual members and18 (15) Corporation Members. Appendix 2 to this report indicates the fluctuation of membership over the last few years.Going through the different items of the Income and Expenditure account you will find thaton the income side we did not reach the expected sum of subscriptions from MemberAssociations. With 3581 individual members we were slightly below the target of 3600 for1967. Contributions from Corporation Members on the other hand were higher than expected due to Corporation Members joining during the year. Interest also was higher thanbudgeted, but 30 per cent of the £ 77 were deducted as income tax (shown under expenditure) and will not be refunded by the Swiss Administration — as previously hoped — unlessthe Federation's legal seat is established in this country.Several items of the expenditure were well above the budgeted amounts, e. g. stationery &printing, postage and general expenses. Elective Officers' expenses and Annual Conference Especially postage expenses were considerably higher than in previous years. TheBoard of Officers spent more than budgeted due to the fact that our 1st Vice-Presidenthad to pay the airfare for his flight from New York to Amsterdam to attend the Officers'Meeting in October 1967. (To cut down on his expenses he made the trip on a non-IATAcarrier through Luxembourg, which was a rather long and uncomfortable journey.)To enable Directors to compare the 1967 Budget with the actual accounts Appendix 1shows the 1967 Budget in £ "old" (i.e. before devaluation) and in £ "new". The actualaccounts ore of course given in £ new. For your convenience the draft budgets for 1968and 1969 are added. You will note that these budgets are called type "A". They refer toand are based on, the system of subscriptions in use today. Should the Conference resolveto continue levying subscriptions on the basis of fixed per capita amounts these budgetsshall apply. Should on the other hand the new system of "sliding-scale" subscriptions asproposed by Standing Committee III in its report on the subject (68.A.12) be favoured bya majority of Directors, the budgets type "B" shall apply. Kindly refer your attention topaper 68.A.4.At its meeting in October 1966 the Board of Officers decided to establish a special fundnamed "The Controller", containing £ 250 (old). In compliance with this decision theCONTROLLER-fund was effected on January 1, 1967, by transferring the amount of SFr.3050.— from the Reserve Fund to a separate account. Its value in £ (new) is 291. The totalreserve of the Federation on December 31, 1967, amount to SFr. 23040.46 (£ 2196) or 194.44(£ 18) less than on January 1, 1967. The accounts of the journal will be published unders e p a r a t e c o v e r.During his check of the Federation's accounts the Auditor pointed out that from the pointof view of correct book-keeping it would be more appropriate to show affiliation fees asincome although they would not necessarily have to figure in a Budget. They should onlybe put into the Reserve Fund at the end of the financial year, together with the profit ofthat respective year — if any. The resulting amount available on the Reserve Fund onDecember 31 of any year is not influenced by this procedure. In 1967 for instance thedeficit would have been £ 47 to be covered from the Reserve Fund which had received £ 29worth of affiliation fees earlier that year. The net loss still is £ 18.In order to comply with the Auditor's wishes it will be necessary to adapt the wording ofArticle III of the Constitution. Standing Committee III proposed these changes in its report(68.A.8).During the course of the 5th Air Navigation Conference, Montreal, the President, 1st Vice-President and Treasurer (representing 75% of the Board at that time) had an ad hoc meeting in Toronto on November 21/22, 1967, to discuss problems arising from the devaluationof the pound sterling. The draft release sent to MAs and CMs referring to subscription wasone of its results. The matter was considered very urgent unless we could afford to suffera serious loss of income for 1968 — which for obvious reasons we could not. With oneexception all Member Associations agreed to adapt the 1968 subscriptions to 14 shillings(new) per capita in order to make up for devaluation.In this context the eventual necessity and possibilities of fixing another monetary unit asoflPicial Federation curreny was also discussed at length. It was thought however that forthe time being a second devaluation of the pound sterling was very unlikely and no unduerisk was taken by leaving the financial unit as it is. Nevertheless the Treasurer was charged

to study the matter further, especially in view of fixing subscriptions in international gold Appendix A. 2francs (a system which is in use in international telegraph services), and to submit pro- Cf. Agenda item A. 1.2posals to the Conference.In finishing this report the Treasurer should like to thank all those Associations and Corporation Members which facilitate his work by promptly answering letters and transferr i n g s u b s c r i p t i o n s w i t h i n t h e l a i d - d o w n p e r i o d s . B . R u t h y

Account 1967 — Draff Budget 1968/69

D r a f t T y p e " A " A p p e n d i x 1 t o 6 8 . A . 2

Budget 67 Budget 67 A c t u a l 6 7 Budget 68 Budgeto ld £ n e w £ n e w £ £ £

I n c o m e ~M e m b e r A s s o c i a t i o n s 1 8 0 0 2 0 8 9 2 0 1 2 2 6 1 0 2 8 0 0

Corporation Members 8 5 0 9 9 0 11 0 4 1 1 6 0 1 2 4 0I n t e r e s t 6 0 7 0 7 7 8 5 1 0 0

2 7 1 0 3 1 4 9 3 1 9 3 3 8 5 5 4 1 4 0

ExpenditureStationery & Printing 1 8 0 2 1 0 2 3 0 2 7 0 3 0 0

Postage and GeneralExpenses 2 1 5 251 4 0 4 4 5 0 4 9 0

Elective Officers' Expenses 4 8 5 5 6 6 5 9 7 6 3 0 6 5 0

Delegates attendingI n t e r n a t i o n a l C o n f e r e n c e s 4 0 0 4 6 6 271 4 5 0 6 0 0

Executive Secretary,Salary and TravelExpenses 1 0 0 0 11 6 6 1 0 3 4 1 2 5 0 1 3 0 0

Standing Committees 8 0 9 3 5 3 1 0 0 1 2 0

A n n u a l C o n f e r e n c e 4 1 0 4 7 8 5 3 9 5 2 0 5 4 0

A u d i t F e e 4 5 5 2 4 0 4 5 5 0

Depreciation & OfficeEquipment 1 5 1 7 1 5 2 0 2 5

Miscellaneous (IncomeTa x , D e - v a l u a t i o n e t c . 5 8 3 5 4 0

2 8 3 0 3 2 9 9 3 2 4 0 3 7 7 0 4 1 1 5

B a l a n c e - 1 3 0 - 1 5 0 - 4 7 + 8 5 + 2 5

(Affiliation Fees 29)^ ^ l 8

IFATCA Membership Figures

A s s o c i a t i o n

A u s t r i a

BelgiumC a n a d a

D e n m a r k

F i n l a n dF r a n c e

GermanyG r e e c e

FiongkongI c e l a n d

ItalyLuxembourgT h e N e t h e r l a n d sN e w Z e a l a n d

N o r w a y

Appendix 2 to 68.A.2

Appendix A. 2Cf. Agenda Item A. 1.2

Page 27

A s s o c i a t i o n 1 9 6 3 1 9 6 4 1 9 6 5 1 9 6 6 1 9 6 7

R h o d e s i a 2 7 2 7 *S w e d e n 1 5 0 1 1 0 9 5 1 5 4 1 5 3S w i t z e r l a n d 1 2 2 1 3 8 1 4 8 1 4 8 1 5 9United Kingdom 5 1 5 5 2 2 5 1 0 5 1 0 5 0 0Uruguay 2 0 2 0 1 0 1 0 1 0V e n e z u e l a 1 8 0 1 8 0 1 1 0 * * 1 1 0 *

Yugoslavia 8 0 8 0 8 0 1 0 0

T o t a l 2 7 4 1 2 9 9 2 3 1 9 7 3 5 8 1 3776

The figures given were reported by Member Associations on the 1st of November of therespective year and were the basis for fixing the annual subscription for the following year.* = estimated membership; actual not yet received

** = correction to the Treasurer's last year report

Appendix A. 3 Accounts as per December 31, 1967In te rna t i ona l Federa t i on o f A i r Tra ffic Con t ro l l e rs ' Assoc ia t i ons

Balance sheet 31st December 1967

Primary Bank Account . .Secondary Bank AccountD e b t o r s

Office EquipmentBadges on Stock

A s s e t s

SFr.

2 0 6 2 7 . 3 6

5 3 1 . 1 2

1 4 9 6 . 2 5

7 2 0 . —

3 5 1 . —

Liabilit iesSFr.

C r e d i t o r s

" T h e C o n t r o l l e r '

Reserve Fund . ,

2 3 7 2 5 . 7 3

Income and Expenditure Account from 1st January 1967 to 31st December 1967

ExpenditureSFr.

Member Associations, SubscriptionsA f fi l i a t i o n F e e s

Corporation Members, SubscriptionsI n t e r e s t R e c e i v e d

(incl. Loss 18)

Stationery and PrintingPostage and General ExpensesElective Officers' ExpensesExpenses of Delegates attending International ConferencesExecutive Secretary, Salary and Travel ExpensesStanding CommitteesAnnual ConferenceAudit Fee (1966)Taxes/CurrencyDepreciation of Office Equipment 1/8 of 1154.60 Purchase Price

2409.204243.256268.76

2839.8210848.02

554.505659.01

4 2 5 . —

612.78

I n c o m e

SFr.

34005.34 34005.34

D e t a i l s o f B a l a n c e S h e e t

D e b t o r s

Appendix A. dCf. Agenda Item A. 1.2Page 27

Greece, Annual Subscription 1967New Zealand, Annual Subscription 1967Venezuela, Annual Subscription 1967 ...Iron, Affiliation Fee 1967

1 4 9 6 . 2 5

C r e d i t o r s

M r. P r e s i d e n tDenmark, Annual Subscription 1968 . .Yugoslavia, Annual Subscription 1968

Reserve Fund

As per 1st January 1967

Tr a n s f e r t o " T h e C o n t r o l l e r " F u n dLoss (Excess of Expenditure over Income)D e c e m b e r 1 9 6 7As per 31st December 1967

1 9 4 . 4 4

1 9 9 9 0 . 4 6

2 3 2 3 4 . 9 0

Subscriptions from Member Associations for 1967 may be specified as follows:

Members Affiliation Fees Subsc(—.05.—/member) (—.10.—

£

C a n a d a .

D e n m a r k

F i n l a n d .F r a n c e

GermanyG r e e c e .

I c e l a n d .

(Affiliation after Geneve ConferenceI r e l a n dI s r a e l

I ta lyLuxembourgN e t h e r l a n d sN e w Z e a l a n d

N o r w a yR h o d e s i aS w e d e n

S w i t z e r l a n d . . .

United KingdomUruguayV e n e z u e l a

Yu g o s l a v i a

13.10 . -

7 7 . — . -7 4 . — . -

2 5 5 . - . -

o l d £ 1 7 7 0 . 1 0 . -

n e w £ 2 0 1 2 . — . -

Appendix A. 3 Subscriptions were received from the following Corporation Members:Agenda AEG-Telefunken, Frankfurt a. M.

Air Traffic Control Association, USACompognie Generoie pour Telegraphie sans Fil, ParisCossor Electronics Ltd., LondonDacca Navigator Company Ltd., LondonElliott Brothers (London) Ltd., BorehomwoodFerranti Ltd., BracknellIBM World Trade Europe Corp., ParisJeppesen & Co. GmbH., Frankfurt a. M.Marconi Company Ltd., ChelmsfordN.V. Hollandse Signaalapparaten, HengeloN.V. Philips Telecommunicotie Industrie, HilversumPlessey Company Ltd., ChessingtonSelenia-lndustrie Elettroniche, RomaSolartron Electronics Group, FarnboroughStandard Radio & Telefon A.B., BarkarbyWhittoker Corp., North Hollywood, CaliforniaTexas Instruments, Bad Godesberg

To t a l c o n t r i b u t i o n s o l d £ 9 5 9new £ 1104. .

To the Board of Officers and the Director of IFATCAat the 7th Annual Conference, MunichG e n t l e m e n ,

On request of the Treasurer I have checked the accounts of your Federation for the financial year 1967 on the 7th, 15th and 19th of February 1968.In doing so I have checked the opening entries as per January 1, 1967, and thereafter everyentry throughout the year, together with most of the vouchers.The closing of the books as per December 31, 1967, was worked out jointly with Mr. RothyThe Income and Expenditure Account shows an excess of Expenditure over Income ofSFr. 194.44. The capital of the Federation is shown in the Balance Sheet, where the ReserveFund amounts to SFr. 19990.46. The special reserve fund "The Controller", formed in accordance with a decision taken by the Board of Officers, contains SFr. 3050.—.As a result of my audit I propose to accept the report of the Treasurer and to relieve himand Standing Committee III of their responsibilities for the 1967 accounts.B e r n e , 1 9 F e b r u a r y 1 9 6 8 M a x A . N y d e g g e r, Tr e u h d n d e r

Append X A 4 Report of tfiB EcJitorCf. Agenda Items A. 1.3

°"paje^27 Report of Chairman of Standing Committee li1967 Highlights1967 was a milestone in the history os the IFATCA Journal, for this was the first year ofindependent operation after the implementation period during which the Verband Deut-scher Flugleiter had helped "The Controller" on its way.It is quite natural, therefore, that during the past year Standing Committee II and theEditor concentrated on making "The Controller's" ends meet. I am pleased to report thatthis aim has been achieved with some success.The past year, however, has also shown that a lot of detailed work has still to be doneand that unexpected events may suddenly require a considerable effort and precious timewhich could well be spent on other projects. As an example I mention but two subjectswhich caused us quite some concern: the sudden withdrawal by the Deutsche Bundespostof the permission for "The Controller" to participate in the postal mailing service, and the" M e h r w e r t s t e u e r " .

The latter term is the German name for a Federal tax, which has recently been introducedthe eFFect of which is, very crudely stated, an increase of about 10% of subscription and

7 0

advertising rotes. This issue is still pending, subject to a relevant decision of the Ministry Appendix A. 4of Finance. Meanwhile, we are working on the basis of interim regulations, which obviously Cf. Agenda Items A. 1.3introduces a certain element of uncertainty into all budgetary considerations.The other major problem with which we were confronted, i.e. the withdrawal of the per-mission to ship the journal at reduced rate, could also have had serious consequences. Itmight have increased mailing expenses by about 100%.This issue probably arose from a misunderstanding by the German postal authorities ofthe terms "Publisher" and "Publishing Company", which do not seem to translate easilyinto the German "Herausgeber" and "Verlag". After quite a bit of explanation, correspondence, and with the cooperation of the Deutsche Bundespost, the matter has beentemporarily settled now, and it is hoped that with a further change in the impressum ofthe Journal such misunderstandings can be avoided in the future.

C o n t e n t s

An attempt has recently been made to emphasize certain key themes in each issue of theJournal, such as, for instance. Terminal Area Problems or Automation in ATC. It is notalways easy to stick to this procedure but we shall attempt to continue this practice in thefuture. Two subjects which would certainly merit particular attention and which have beenearmarked for some of the future issue are "The Human Factor in Air Traffic Control" and"ATC Training".There has been some occasional comment that too many articles with a technical slantare being published in the Journal. It is our aim, of course, to provide a well balancedselection of articles of interest to all of our readers. I have to admit, however, that theoperational input, i. e. contributions from Member Associations and from controllers in thefield, is still rather limited. The number of contributions from Corporation Members duringthe post year has also been lower than previously. In particular I was somewhat disappointed about the weak response to our invitation to provide papers on the subject of"The Move towards Automation in Air TraiflFc Control", which were supposed to be published in "The Controller" as a basis for the panel discussion on the third day of the MunichC o n f e r e n c e .May I, therefore, request a I I Member Associations and Corporation Members to activelyparticipate in the production of the journal by providing timely contributions on activitiesand developments in the Air Traiffc Services.

Distribution of the Journal and Administrative MattersIn my 1967 report I suggested that each Member Association should be provided by theFederation with a certain number of complimentary copies for public relation purposes, inaddition to the subscriptions for which they pay.This proposal could not be realised because of the additional bookkeeping involved.Complimentary copies hove since been provided to Member Associations on an individualbasis, when they were able to demonstrate that these copies would be used In the interestof the Federation.The devaluation of the £ Sterling has affected the Journal to the extent that unless theprevious subscription rotes are increased, a loss of income will incur. In future, invoicesfor the Journal will not be made out in £ Sterling but in Deutsche Mark, and for MemberAssociations the tentative price for copy will be 1 DM. For most of the IFATCA subscribers,th is wi l l mean a decrease rather than an increase, and we hope to be able tokeep it that way.Several Member Associations have requested the Publishing House to send a separateinvoice for each issue. Such a procedure would render even more difficult the bookkeepingtask, which is quite involved already. I would strongly recommend that subscriptions arepaid annually, early in the year, when orders are placed or renewed.The negotiations about a definite contract between IFATCA and the Publishing Companyon the publication of "The Controller" have been continued. It is hoped that they can beconcluded soon after a decision on the legal seat of the Federation has been taken.

C o n c l u s i o n

1967 has been a hectic but also a rewarding year. If it will be possible to continue on thepresent basis of operation, I am confident that we will succeed in even further improving"The Controller" year by year and in making it truly the voice of the professional cont r o l l e r .Sincere thanks to all who have helped in our endeavours; may I solicit their kind cooperat i o n a l s o i n t h e c o m i n g y e a r . W . H . E n d l i c h

Appendix A 5 Repoft of the Executive SecretaryCf. Agenda Following the Geneva Conference of 1967, action was taken on Resolutions and Recommendations adopted by the Directors.Regarding Resolution A.l. on the subject of on increase in the annual subscription, nonotification of non-ratification was received, and the increase was, therefore, approved.Although it was realised that this covered the immediate financial problem, it was alsorealised the expenses, and commitments, would continue to increase, and the Officers gaveconsideration at their meeting in Amsterdam in October, to means of putting the financesof the Federation on a sound footing. The Board decided to submit proposals to theMunich Conference. The unexpected devaluation of the pound sterling at the end of 1967hod a considerable impact on the financial position, and the Board of Officers, meetingin Montreal, issued a "Draft Release" raising the subscription by approximately 14%.No objection to the principle involved in the Draft Release was received. The matter willbe dealt with in more detail in other items of the agenda.Recommendation A.l. of the Conference hod a bearing on the finances as it requestedMember Associations to endeavour to increase their membership and also obtain, if possible, more corporation members for the Federation. With one or two exceptions, theAssociations hove not been very successful in either of these projects. Only two new Corporation Members hove been elected — C.S.F. (Compagnie Generole de Telegrophie SansFil of France), and Ferranti Limited of the United Kingdom. Both of these companies arevery well known in the electronic and air traffic control world, and greatly strengthen thetechnical knowledge that can be called upon by IFATCA.Recommendation A.2. was to the effect that the Manual should be completed and published in 1967. This item is dealt with under agenda item A.3.1.Resolution A.4. directed that the revised Constitution should be published by the end ofDecember. This is dealt with under agenda item A.3.2.Recommendation A.6. on the subject of free transportation requested Associations to continue their eFForts to influence their governments and national carriers. It would appear thatthere has been a limited success in this operation.Contacts with non-member associations and individuals has been maintained and increased by a wider circulation of the circular and journal of the Federation. It is unfortunate that the international dislike of writing letters makes it impossible to ascertainto what extent these ore falling on fruitful ground. I have to thank those associations whichhove given me the names of controllers from various countries, with whom they have beenin contact. I hope they will continue to do so.I hove been interested to note that Associations appear to be decentralising their activities to their branches, lodges, or chapters; a sound policy I think. The central committeetends to be overburdened, particularly when a crisis occurs. The effect of decentralisationis not only to relieve the burden but also to achieve better communication between thecommittee and the individual members, and to give experience to those who will be thefuture leaders of the association.The joint policy of IFATCA and IFALPA towards closer contact between pilot and controllers at local level, is being supported in many countries. The great increase in thenumbers of pilots and controllers, and the increasing size of airports, makes casual meetings and visits to the Tower or Centre less frequent, and it is necessary to organise discussion meetings. These always seem to be a great success.The comparatively newly registered Control Association of Flongkong has applied foraffiliation, and I hope this has met with the approval of the Directors. This Associationhas already in the past had fruitful discussions with the Regional Vice-President for S.EAsia of IFALPA. Their entry into IFATCA should strengthen the Federation in S.E. Asiawhere, hitherto, the New Zealand Association has had to carry the IFATCA flag, alone.A number of other associations have indicated their intention to apply for affiliation, andI am hopeful that they will do this in the near future.I am, as usual, somewhat disappointed at the response I receive from Associations torequests for information, etc., and I would again put in a plea for an answer, even if onlya negative one; and even an interim reply would be useful.Finally I must express my gratitude to the Board of Officers — heavily depleted during thelast half of the year due to two resignations — for their never failing and quick responseto any request for guidance or direction. Their detailed and conscientious approach to anyproblem is extraordinary, and their leisure (!) time must be mostly devoted to IFATCAa f f a i r s . G . W . M o n k

7 2

Report of the Chairman of Standing Committee IIISynopsis. The financial situation of the Federation is appraised. Thought is given to thenecessary long-term planning of income and expenditure in order to enable IFATCA to

its aims laid down in the Constitution. Proposals are mode concerning financial mat-subscriptions, following requests and instructions by the Board of OfficersQn in accordance with past experience.

The Financial Position of IFATCAyou will have noted from papers 68.A.2 and 68.A.1.2.1 (68.A.3), the Federation has for

e first time in its history ended a financial year with red figures. Even though the deficitIS mall (£ 18) compared to what was budgeted (£ 150) it proves that the raise of subscriptions agreed upon at the Geneva Conference and subsequently adopted after the deva-uation of the pound sterling was justified and necessary.onding Committee III considers the present financial position of the Federation as be-

'RQ sound, provided that we wish to continue activity on the same basis and with thepresent arrangements. The income of the Federation through subscriptions as fixed nowQrid as augmented annually through additional membership would probably be sufficientfo cover running expenses during the next few years, although it must be kept in mindRat costs of living are continually rising, too. According to figures available to Standingornmittee III, between 1960 and 1966 the index-increase in the most important countries

averaged 2.6 to 7 per cent.

The Goal

Standing Committee III is — along with the Board of Officers — of the opinion that theFederation should in its long-term financial planning consider how it can expand its activities in order to live up to the intentions stated in the Constitution, namely:

"to promote safety, efficiency, and regularity in International Air Navigation",a n d

"to assist and advise in the development of safe and orderly systems of AirT r a f fi c C o n t r o l " .

These goals can only be achieved and IFATCA's work and voice will only be heard andappreciated if it can actively take part in international discussions and through a smoothinternal organisation able to prepare sound papers on pertinent subjects under discussion.Therefore the aim of Standing Committee III must certainly be to consider means andways to make this efficient work possible without which IFATCA has no real nght of existence.With the help of the Board of Officers Standing Committee III has tried to establish long-term financial plans enabling the Federation to run its well-equipped and organized Secretariat and to send its delegates to important international conferences to represent theopinion of active controllers. Conference paper 68.A.12, tabled by Standing Committee III,9'ves an indication as to what will be required and proposes means to raise the appropriate funds. Directors ore kindly invited to study this paper carefully.

Proposals on Financial Matters(excluding subscriptions)Apart from the long-term financial planning. Standing Committee III wishes to submit certain proposals on financial matters and problems encountered during the past year. Thesep r o p o s a l s r e f e r t o :

1. Booking of affiliation fees (change of the Constitution).2 . A l l o w a n c e s .3. Terms of reference for Standing Committee III.

Booking Affiliation Fees

7.3

As mentioned in the Treasurers report the Auditor raised this point while checking the 1967accounts. He was of the opinion that affiliation fees should be booked as income and onlybe transferred to the reserve fund at the end of the financial year together with a possible

excess of income over expenditure. His reasoning was that in actual fact the reserve fundrepresents the Federation's operating capital and that this should only be increased ordecreased through annual accounts, that furthermore this would be normal book-keepingp r a c t i c e .Standing Committee III has no objection to these wishes of the Auditor considering thatat the end of any financial year the result expressed in pounds sterling (or any other currency) is the same. To enable the Treasurer to practice the proposed procedure "legally"it is necessary, however, to revise the Constitution accordingly. The following proposal issubmitted for your consideration:That the Constitution of IFATCA be revised to read:

A r t i c l e I I I — F i n a n c e

2. Revenue, 2nd alinea:Delete the words after "of affiliation", the sentence then to read "An affiliation fee shallbe levied from prospective member Associations upon acceptance of affiliation".

6 . L i a b i l i t i e s

6.1, second a l inea:"The budget shall in principle provide for a credit balance; affiliation fees shall not bebudgeted". Delete the following sentence: Affiliation fees are to be added to the reserves.

Appendix A. 6Cf. Agenda Item A. 2.1

Page 27

Allowances for Members on Official Journey on behalf of the FederationExperience during the past year showed that allowances for official journeys on behalf ofIFATCA were no longer appropriate. The Board of Officers therefore requested StandingCommittee III to consider the allowances laid down in the Manual as accepted by theVienna Conference (see "The Controller", Volume 4, No. 3, July 1965, page 50) and forward proposals after having given due regard to the increased costs of living in respectivec o u n t r i e s .

After careful study of the matter Standing Committee III proposes to amend the table ofallowances laid down in the IFATCA Manual as follows:

H o t e l F i x e d a l lowanceper night not exceeding p e r 24 hours

o l d n e w o l dn e w

A u s t r i a schilling 2 1 5 2 4 0 2 1 5 2 4 0Belgium b . f r s . 3 8 5 4 0 5 5 5 0 5 5 0C a n a d a c a n . d o l l a r 11 1 3 1 2 1 4D e n m a r k d . k r. 4 5 5 3 5 0 6 5F i n l a n d F M k 3 2 3 5 3 2 3 5F r a n c e N F 4 4 5 0 6 0 6 0Germany D M 2 8 3 3 3 2 3 5H o l l a n d h fl . 21 2 4 3 4 3 6I c e l a n d i s l . k r . 3 4 0 3 6 0 3 4 0 3 6 0I r e l a n d shilling 4 2 5 0 4 6 5 5Italy l i r e 4 3 0 0 5 0 0 0 6 0 0 0 6 8 0 0N o r w a y n . k r . 5 0 5 6 5 0 5 6Portugal e s c . 1 8 0 2 1 0 2 2 5 2 5 0Spain pesetas 3 5 0 4 2 0 5 0 0 6 0 0S w e d e n s v . k r . 4 3 4 8 4 3 4 8S w i t z e r l a n d S F r. 3 4 3 6 3 8 4 0United Kingdom shilling 7 5 8 0 5 0 6 0U n i t e d S t a t e s d o l l a r 1 3 1 4 1 3 1 4

For higher expensees (delegates attending international conferences compedied to staya particular hotel) a n d i n o t h e r countries as per account and vou^chers.

/

Terms of Reference - Standing Committee IIIAt its meeting in October 1967 in Amsterdam the Board of Officers felt that there was alack of guidance directing the work of certain of the Federation's agents Among othersStanding Committee III was asked to propose terms of reference for discussion at the

Munich Conference. The 1st Vice-President prepared a draft on the subject which the Appendix A. 6Standing Committee thought was very useful and up to the point. Ct. Agenda item A. 2.1The following terms of reference are proposed for inclusion in the IFATCA Manual:

Terms of Reference for Standing Committee III - FinanceStanding Committee III shall be composed of a minimum of three members who in cooperation with the Treasurer shall be empowered to:1. Review and study the accounting books of the Federation upon written application one

week in advance to the Treasurer or Board of Officers.2. Investigate and report on any matter of concern and/or discrepancies which may

appear in the books or he brought to their attention.3. Qualify, amplify and prepare recommendations on any or all of the Auditor's com

ments for consideration by the Board or Annual Conference.4. Present proposals regarding income and disbursements to resolve problematic situa

tions or financial difficulties which may arise.5. Review the Affiliation Fees and Annual Subscriptions, preparing recommendations and

comment as may be deemed suitable, or if so requested.6. Recommend auditors for all accounts of the Federation.7. Assure in the event of the dissolution of the Federation the proper transfer and disposal

of all assets and/or property which may remain following satisfaction of all the Federation's debts and liabilities in accordance with the Constitution and By-Laws.

8. Assist the Treasurer in the preparation of financial statements and/or proposed budgetswhen requested.

The basis for these terms of reference is given by Article VI, Management, of the Constitution. In considering the supervisory function laid down in para 1, it would seem moreappropriate to appoint one of the members of Standing Committee III as chairman ratherthan the Treasurer.

B. Ruthy

Report of the Chairman of Standing Committee iV Appendix A. 7Cf. Agenda item A. 2.3

H u m a n a n d E n v i r o n m e n t a l F a c t o r s i n A T C f ' a g e 2 8The main objectives of this study are:— The creation of a pool of information on the human and environmental factors in the

ATC profession.— This pool of information to be readily available to each member association and other

appropriate interested bodies on request, at the discretion of the Board of Officers.— Consistent with the purely professional status of IFATCA analyse, and provide meaningful recommendations from the data supplied.

To this end. Standing Committee IV composed and distributed a questionnaire to the24 member Associations/Guilds of IFATCA in early 1966. This questionnaire is available tointerested non-member Associations.The following completed questionnaires have been received: Belgium, Canada, Denmark,France, Germany, Greece, Ireland, Israel, Luxembourg, Netherlands, Norway, Sweden,Switzerland, Uruguay, Yugoslavia. The Standing Committee would point out that themember Associations who have not completed the questionnaire to date, are, in effectignoring the Resolutions adopted at Annual Conferences.A copy of each completed questionnaire was distributed to each member Association plusthe ILO — a very interested body with much to contribute to the effectiveness of this study.The first two of the above objectives hove been partially attained by the distribution ofthe received completed questionnaires.The third objective is unlikely to be satisfied with the present data although some use canbe made of it as a sample.An unexpected benefit is the number of related studies from other bodies which have comeinto the possession of IFATCA.Standing Committee IV is very disappointed with the response. It is understood that certainMember Associations may consider some sections of the questionnaire as being contraryto their respective constitutions. However the major portion of it does not fall into thiscategory. It is Standing Committee IV's considered opinion that a I I associations could,without it being repugnant to their constitutions, complete some part of the questionnaire. The professional effectiveness of this study is being considerably undermined bythe lack of co-operation of these member associations.Enclosed ore the results of our study of Sections B&C. Other sections will be promulgated when completed.

D. Eglington

Appendix A. 7 SectioHs B & C - Recruitment/TrainingCf. Agenda Item A. 2.3Page 28 Recruitment

Recruitment to the Air Traffic Controller profession is mainly from Secondary Schoolleavers, holding university entrance qualifications or equivalent and/or previous aviationexperience.

Appointment GradeThis grade is either Cadet/Aspirant controller or Controller assistant.

ATC Training

The cumulative duration of all training courses varies from a minimum of 28 weeks to amaximum of 130 weeks. In the latter case, however, approximately 40 weeks of the basicinstruction is given over 4 years at a rate of 13 weeks per annum.Practically most countries have established national ATC schools or are in the process ofdoing so.

B a s i c T r a i n i n g

In most countries the initial course is by far the one of longest duration. This is, no doubt,attributable to the limited knowledge possessed by candidates from the secondary schooll e v e l .

A D C T r a i n i n g

The duration of this course varies from a minimum of 4 weeks to a maximum of 52 weeksand is in the m.ain of a practical nature. The more common duration is 20 to 30 weeks. TheICAO training Manual Doc 7192-AN/857 part 14 — ''Air Traffic Controllers Licence andRatings", suggests a course of 20 weeks for those of limited aviation background and13 weeks for those of extensive background.

A P R T r a i n i n g

This course varies from a minimum of 4 weeks to a maximum of 28 weeks — the variationbeing due to some countries combining APR Procedural and Radar or Area.The ICAO Docum.ent does not include an APR course.

A C C T r a i n i n g

This course varies from a minimum of 7 weeks to a maximum of 38 weeks. ICAO suggestsa course of 30 weeks and 13 weeks for those with limited and extensive backgroundsrespectively.

Conclusions/Recommendations

The ICAO Training Manual Doc 7192-An/857, part IV, on the subject of controller trainingappears to have been implemented in virtually all the countries whose associations contributed to the IFATCA study. It is submitted that the above document has one importantommission, that of no guidance with regard to APR training. The Standing Committeerecommends that IFATCA requests ICAO to complete Part 14 of this Document by including guidance in this regard.ICAO recommends training in ADC and ACC for two classes of entrants. From the repliesreceived it would appear that most countries recruit mainly from school leavers and itwould appear to this Standing Committee that at new entrant level more emphasis shouldbe placed on theoretical studies of a broad aviation nature with consequent effects on theduration of the specialised Rating courses.The value of Refresher Training with its consequent benefits to experienced controllerscould be recommended by IFATCA.This Standing Committee recommends that the committee dealing with the ATC Academygives consideration to the establishment of a "Higher Diploma" granting body within itsranks. The Diploma to be capable of being achieved by correspondence course or study atapproved places.

7 6

This Standing Committee recommends that ICAO be requested to consider adopting a Appendix A. 7standard set of Psychological Tests for new entrants to the Profession. Cf. Agenda Item A. 2.3It would seem that a more comprehensive study/questionnaire on Training would yieldmany benefits.Finally, this Standing Committee recommends to the Executive that it consider making'Training" the theme of some future IFATCA Conference.

D. Eglington

I F A T C A L o n g - T e r m F i n a n c i a l P l a n n i n g A p p e n d i x A . 8Cf. Agenda Item A. 2.2.2

S y n o p s i s P a g e 2 8

The future activity of the Federation is considered in order to determine the financialrequirements for the next five years. Means of satisfying these requirements are studied.Proposals for an appropriate subscription scheme are made.

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

Background

Since a number of years and especially at the 6th (Geneva) Conference the problem ofincome was discussed at length. Expenses showed that a raise of subscriptions was unavoidable, did we want to keep IFATCA on a sound financial basis. Smaller associationswere willing to increase their contributions to 15 sh per individual member, whereas largerassociations indicated they were unable to approve any raise of more than 20 per cent(from 10 to 12 shillings). The Director of the Canadian Association mentioned the possibilityof introducing "Sliding Scale"-Subscriptions.The devaluation of the pound sterling in November 1967 threatened to cut the income ofthe Federation in 1968 by 14.3 per cent if no action was taken. As most of the (then active)Officers of the Board happened to be in Canada at that time, they held an ad hoc meeting in Toronto on November 21/22 to discuss necessary steps. The draft release publishedon November 30 by the Executive Secretary was the result of these discussions. With theconsent of all except one of the Member Associations the per capita subscription for 1968was fixed at 14 sh. Thus the Federation could protect itself from suffering a considerableloss of income which would undoubtedly have forced a cut-back of IFATCA's activity.The incident of the devaluation of the pound sterling showed how frangible the financialposition of IFATCA is. Although the Officers were well aware that such events are unforeseeable and could happen anytime anywhere, they decided that the whole complex matterof finances should be subject of a paper to be submitted to the Munich Conference. Theyagreed that in the light of the Geneva discussions the Federation income and expenditureshould be planned on a longterm basis.Following the outlines of a draft prepared by the President on the occasion of renewednegotiations with the United States ATCA, and subsequent comments by the other Officers,Standing Committee III undertook the work to compile the present paper.

R e f e r e n c e s

The following reference material may be of help to Directors when going through thisp a p e r :

— IF.ATCA Manual 4.2.2 (London and Brussels reports);— Vienna report: Resolution A.2 and report of the President;— Rome report: Appendix A.4;— Geneva report: Resolution A.l, Recommendation A.l;— Draft release of the Board of Officers, 30 November 1967.

A i m s

G e n e r a l

The Board of Officers is of the opinion that IFATCA is now entering a period in which itshould prepare to do another step ahead towards becoming a widely known and recognised representative of Air Traffic Controllers throughout the world.Before going into details of long-term financial planning it is essential that the aims ofthe Federa t ion be reca l led .

7 7

Appendix A. 8 MembershipCf. Agenda Item A. 2.2.2

Page 28 The first of these aims, on which all others are based, is that IFATCA really becomes therepresentative of world-wide professional ATC. This means that professional associationsof all countries of any importance in aviation should be member of IFATCA. Experienceduring the past year showed that this includes the US ATCA, associations from Africancountries and last but not least associations from Eastern countries. As this paper is mainlydealing with financial aspects, the question of how this world-wide membership con beachieved is not treated here. In view of the negotiations still going on with the US ATCA,this particular association is, however, taken into account when formulating proposals forsubscription scales.

S e c r e t a r i a t

Together with the expansion in membership IFATCA will have to set up its own Secretariat,equipped to modern requirements, with a fulltime executive secretary and possibly secret a r i a l a s s i s t a n c e .

This does by no means say that we are not satisfied with the present Executive Secretaryor his work. But we must face the fact that we are living on a very convenient bargainarrangement and that Mr. Monk will not be able, or willing, to continue his work forever.The salary he receives for his often strenuous work is a m.ere honorarium (£ 800). As wewill most probably not be able to find another qualified fulltime executive secretary forless than £ 3000 p.a. this obviously is a matter to be budgeted well in advance.

I n t e r n a t i o n a l C o n f e r e n c e s

At this stage it might be useful to memorise the objects of IFATCA:Promotion of the profession by technical co-operation.

This is an idealistic approach to solving the problem of international recognition of theprofession. Surely a long-term project, but our experience since the foundation has alreadygiven sufficient proof that we are on the right track. (Ref.: Opening address of the President, Geneva Conference, "The Controller", Vol. 6, No. 3, page 12.)Technical co-operation is above all organized at international conferences where policyand procedures for world-wide adoption are resolved. If IFATCA wants to take any influence on these it will have to take part at such conferences, prepare sound papers,explain and defend its own policy, and try to obtain regulations which are reasonable andhelpful from the viewpoint of controllers in the field.The types of conferences envisaged here are above all those of ICAO, but also IFALPA,lAOPA, lATA and a variety of other conferences. Experience of IFATCA officers delegatedby their national Government to the 5th Air Navigation Conference last year showed thatit was very desirable that more practical controllers take part in the discussions.

Action to be token

To enable the Federation to follow the proposed selected track, the following action shouldbe token immediately:

Membership

Membership of IFATCA must be truly representative of world-wide Air Traffic Control.Apart from giving IFATCA the necessary moral and political (we do not like this wordbut must accept it as a matter of fact, especially dealing with ICAO) background, this ofcourse will also influence the Federation's income through increased membership. Expenseswill be split-up on more individual members, thus reducing the per capita subscriptions tob e l e v i e d .

S e c r e t a r i a t

The Federation must establish its own well-equipped secretariat, able to cope with increased workload. One full-time executive secretary, paid according to standards in comparable organisations, will need at least part-time secretarial assistance.

7 8

D e l e g a t e s t o I n t e r n a t i o n a l C o n f e r e n c e s A p p e n d !The Federation must send its delegates to international conferences in sufficient numbers Page 28to be able to represent IFATCA policy efficiently in sub-committees, working- and drafting-groups where important decisions are normally worked out and policy is formulated.

Financial Reserves

The Federation must endeavour to built up financial reserves of approximately one year'sexpenses in order to be able at all times to run a smooth operation despite possibleadverse external economical or political evolutions. This is considered a minimum safetym e a s u r e .

Discussion

G e n e r a l

Directors will perhaps ask themselves whether this program set forth above is not tooambitious for IFATCA. From the Board of Officers' and Standing Committee Ill's point ofview it is not. With this Program we do nothing more than try to realise the wishes ofthose who hove founded IFATCA in as efficient a way as possible. IFATCA as such is notself-sufficient, its Constitution clearly states that we have to "assist and advise in thedevelopment of safe and orderly systems of ATC" (object c) and to "strive for a world-wideFederation of Air Traffic Controllers' Association" (object g).It is obvious at the same time that this program cannot possibly be realized in a matter ofone or two years. For this reason the Board of Officers has charged Standing Committee IIIwith studying the complex problem and with submitting proposals or recommendations tothe Conference.

Financial RequirementsBefore implementing any policy we have to consider the consequences in terms of money.In this particular case the question arises how much the whole programm will cost us peryear. The following list gives an indication of minimum, expenses deemed necessary forthe implementation.

Expenditure

Secretariat, salaries and travelAttendance at international conferencAnnual conferenceElective officers meetings & expenses

onery, printing, postage & general exp.Standing committeesAudit and other exper

Comments on items

As pointed out under "Aim", above, expenses for a secretariat will be a minimum £ 3000for the executive secretary's salary. For rent, travel expenses, secretarial assistance etc. atleast another £ 1000 have to be budgeted.In his comments on the subject Mr. President pointed out that "implementation of policymeans representation at international conferences. With a view to the number of such conferences in which we would be interested, the number of delegates needed and the cost ofapproximately £ 10 per day (USA and Canada), an amount of £ 2000 p.a. must be budgeted. This should include cost of travel if no free transport is available and in some instancesrefund of salary when the selected representative cannot get leave with pay."Directors will notice that the other budget items have not been increased considerablybeyond the 1968 budget level. The increase for Standing Committees seems to be desirable as these working groups will have to be very active.This then is:

7 9

The Challenge

To provide approximately £ 8500 for effective management of IFATCA.

At this stage it must be made clear that the major part of the Federation's income must andwill always be subscriptions from member associations. Contributions received from corporation members and interest on the reserve fund are welcome alternate sources butIFATCA must never depend on them only for obvious reasons. Nevertheless, an increase inboth seems feasible, especially with corporation members of the United States and Canadian industry and perhaps with another good attempt with airlines which have hithertorefused to support us. The Treasurer points out in this respect that dues should always bepaid as soon as possible and practicable after the 1st of January. This has a considerableinfluence on the interest we receive at the end of the fiscal year.The fact remains, however, that with the present membership and even including the USATCA the expected expenses would require subscriptions of roughly £ 1 per individualmember. Considering that in a number of member associations controllers pay about thatmuch in one month, and considering what could be achieved if these funds were madeavailable, this seems to be very modest. On the other hand we know that larger associations normally pay IFATCA subscriptions out of their annual budget and seem to havedifficulties in levying the additional funds from individual members. This explains theirhesitation to agree to any further increase of subscription.For this very reason the introduction of a sliding scale system has been brought into discussion. This kind of subscription system would grant some "rebate" to associations abovea certain number of members. A sliding scale system has also been discussed in our contacts with the ATC of the United States.Directors will remember that in the early stages of IFATCA the so called 99% clause wasadopted in view of a future request by ATCA to join the Federation. The idea at that timewas to make sure that no one association should pay more subscriptions than all othermember associations together. Though the principle is still valid, the application does notseem to be fair in the long run as it depends very much on the development of membershipin other member associations. The following, purely hypothetical, example will prove this:Provided that the annual per capita subscription remain 14 sh generally, payments wouldbe OS follows:

in 1968 IFATCA (3600 members) £ 2520, ATCA (5200 members) £ 2495 or 9/7,in 1973 IFATCA (5000 members) £ 3500, ATCA (6000 members) £ 3465 or 11/6.

Although ATCA would benefit of a reduction of £ 1145 in 1968 and £ 735 in 1973 the factremains that as membership increases in other member associations or as new membersjoin IFATCA, this reduction would become much smaller. At the same time member associations with large membership but not falling under the 99% clause will not get any reduction at all which does not seem fair either.The best solution would certainly be to achieve world-wide membership which would allowto fix comparatively low per capita subscriptions and apply them for everybody. Forbudgeting purposes the Treasurer would definitely prefer such a system. But until such timeas we need to achieve this goal we have to find a practical solution acceptable to largeand sma l l assoc ia t ions .In this context it must be mentioned that smaller associations have their financial problems,too. Subscriptions paid by them are usually only a small part of the costs involved inIFATCA membership. Representation at annual conferences constitutes a much larger (percapita) expense to on association with say 50 members than it does to another one withsome 600 to 800 members (Ref.: Standing Committee III report to the London Conference).The problem then is to find a solution satisfactory or at least acceptable to all associations,still giving IFATCA the necessary funds. One important factor must not be forgot in tryingto find th is so lu t ion :

The first consideration should not be what is acceptable, butwhat is required to run an international federation efficiently.

After all, no member association or prospective member association is interested In aninefficient IFATCA, even at a bargain price.

Before drawing the outlines of a sliding scale subscription scheme it was considered howthe necessary income could be combined. For the reasons given above, income of corporation members and interest were calculated as auxiliary income. The following list wasestablished to otf-set the expected expenses:

I n c o m e

Member Associations .Corporation MembersInterest

draft Budq.68

Appendix A. 8Cf. Agenda Item A. 2.2.2Page 28

Therefore, with approximately 9000 members to provide for £ 6500, the average subscription per member should be slightly in excess of 14 shillings (± $ 1.70). That means thateven if ATCA applied for membership and paid full subscriptions — together with allother member associations — the necessary income could only just be reached. With otherwords: To enable us to grant any sort of 'Vebate'' to associations with large membership,per capita subscriptions for the "first 100" members or so must be increased to make upfor lower subscriptions above.

Affiliation Fees

Affiliation fees are an important additional income of the Federation in its effort to buildup appropriate reserves. The fixed amount should not moke application of prospectivemembers prohibitive. For this reason it has been resolved that affiliation fees may be paidover a period of three years. Due to the devaluation of the pound sterling affiliation becomes 14% "cheaper" for associations of countries which have not devaluated their currency. To reduce the fees any further would be against our aims.

Proposals

M o t i v a t i o n

Based on the considerations reflected so far an attempt has been made to construe asystem of subscriptions in form of a "5-year-plan" giving:1. IFATCA the necessary funds to reach its aims, and2. Member Associations the possibility of budgeting their finances for the Federation well

in advance.

The proposed solution is directed to the Member Associations and to the ATCA of theUnited States as a basis of discussion. If both parties agree that this is the minimum financial requirement for effective management then they must also be prepared to supply thefinancial means by raising the annual subscriptions in successive years.The following sliding scale is suggested to be agreed as a complete program, the programto lead up to a basically sound situation in five years time after it is implemented. Theprogram is based on the subscriptions levied today. To facilitate entry of ATCA, extremely low figures are suggested for the number of member above 1000.

Sliding Scale for Annual SubscriptionsThe following scale is proposed for adoption by the Conference:

1st year 2nd year 3rd year 4th year 5th yearshillings shillings shillings shillings shillings

fi r s t 1 0 0 m e m b e r s 1 4 1 5 1 6 18 2 0n e x t 2 0 0 m e m b e r s 1 2 1 3 1 5 16 1 8n e x t 3 0 0 m e m b e r s 1 2 1 2 1 4 15 1 6n e x t 4 0 0 members 1 0 1 0 1 2 1 4 1 4n e x t 1 0 0 0 members 4 5 6 8 1 0n e x t 2 0 0 0 m e m b e r s 3 4 5 6 8n e x t 3 0 0 0 m e m b e r s 1 3 4 5 6n e x t 4 0 0 0 m e m b e r s 0 1 2 3 4

above 11000 members no subscriptions shall be levied

81

Appendix A. 8Cf. Agenda Item A. 2.2.2

P a g e 2 8

Consequences for Member Associations

Based on the membership-figures declared by Member Associations for the fiscal year1968, or our estimates thereof, the following annual subscriptions would result:

M e m b e r spossible

m e m b e r s

m a x i m u m

5th year

A u s t r i a 6 7 4 7 5 0 5 3 6 0 6 7 8 5 8 5

Belgium 1 2 7 8 6 9 2 1 0 0 11 4 1 2 4 1 6 0 1 5 4

C a n a d a 6 7 8 4 0 9 4 2 4 4 5 6 5 2 9 5 7 4 8 5 0 6 9 5

D e n m a r k 1 0 0 7 0 7 5 8 0 9 0 1 0 0 1 5 0 1 4 5

F i n l a n d 1 0 2 71 7 6 81 91 1 0 2 1 6 0 1 5 4

F r a n c e 2 9 0 1 8 4 1 9 8 2 2 2 2 4 2 271 4 5 0 4 0 0

Germany 5 4 7 3 3 8 3 5 3 4 0 3 4 3 5 4 7 8 6 0 0 5 2 0

G r e e c e 6 5 4 5 4 9 5 2 5 8 6 5 1 0 0 1 0 0

Hongkong 5 9 41 4 4 4 7 5 3 5 9 7 0 7 0

I c e l a n d 5 0 3 5 3 7 4 0 4 5 5 0 8 0 8 0

I r a n 5 0 3 5 3 7 4 0 4 5 5 0 8 0 8 0

I r e l a n d 6 4 4 5 4 8 51 5 7 6 4 8 0 8 0

I s r a e l 2 0 1 4 1 5 16 1 8 2 0 4 0 4 0

Italy 5 0 3 5 3 7 4 0 4 5 5 0 8 0 8 0

Luxembourg 8 5 6 6 7 8 1 2 1 2

N e t h e r l a n d s 8 2 5 7 61 6 5 7 4 8 2 1 1 0 1 0 9

N e w Z e a l a n d 1 5 0 1 0 0 1 0 7 1 1 7 1 3 0 1 4 5 1 8 0 1 6 4

Norway 251 1 6 0 1 7 3 1 9 3 211 2 3 6 3 0 0 2 8 0

R h o d e s i a 2 7 1 9 2 0 21 2 4 2 7 4 0 4 0

S w e d e n 1 5 3 1 0 2 1 0 9 11 9 1 3 2 1 4 7 1 8 0 1 6 4

S w i t z e r l a n d 1 5 9 1 0 5 11 3 1 2 4 1 3 7 1 5 5 2 2 0 2 0 8

Turkey 6 0 4 2 4 5 4 8 5 4 6 0 8 0 8 0

United Kingdom 5 0 0 3 1 0 3 2 5 3 7 0 4 0 0 4 4 0 5 5 0 4 8 0

Uruguay 1 0 7 7 8 9 1 0 15 1 5

V e n e z u e l a 1 1 0 7 6 81 8 7 9 8 1 0 9 2 0 0 1 9 0

Yugoslavia 1 0 0 7 0 7 5 8 0 9 0 1 0 0 1 4 0 1 3 6

3 8 7 9 2 5 0 8 2 6 5 7 2 9 1 9 3 2 4 8 3 5 9 3 5 0 1 2 4 5 6 1

U S A T C A 5 2 0 0 1 1 3 0 1 4 1 5 1 7 2 0 2 0 5 5 2 4 6 0 6 2 0 0 2 8 0 0

I F A T C A 9 0 7 9 3 6 3 8 4 0 7 2 4 6 3 9 5 3 0 3 6 0 5 3 1 1 2 1 2 7 3 6 1

The above list shows that with todays membership the goal of £ 6500 could not be reached.The "possible maximum" column however clearly indicates that with a certain growth ofmembership — in most cases calculated very cautiously — the proposed sliding scale couldbe usefully Implemented.

C o n c l u s i o n

IFATCA was founded on the principle of even distribution of cost over all individualmembers. This principle was confirmed at the London Conference, with the exception thatany single Member Association should not contribute more than 99% of the total annualsubscriptions from all other MAs.With the proposed program we are diverting from this principle to the extent that alllarger associations should benefit of slightly reduced subscription rates above a certainnumber of members. At the same time subscriptions from smaller associations would stillb e w i t h i n r e a s o n a b l e l i m . i t s .

The program offered provides the necessary basis and it is believed to respect a fair principle of cost-sharing. The present member associations have carried the can sofar at theexpense of sometimes up to 40% of their budget, which of course was raised when theyjoined IFATCA. It is logical therefore that other newly joining associations will have to dothe same if they are unable to cover the required funds from their running budget.Should it become clear that with increased membership the necessary funds will be available before reaching the "5th year" of the program, subscriptions can of course be adapte d t o t h e n e w c i r c u m s t a n c e s .

B. Ruthy

8 2

Income of the Federation with CATCA proposal fore sliding scale Appendix 1

U S A T C A

67 members, to contribute £ 53127 members, to contribute £ 101678 members, to contribute £ 481ICQ members, to contribute £ 80102 members, to contribute £ 81290 members, to contribute £ 228547 members, to contribute £ 40365 members, to contribute £ 5259 members, to contribute £ 4750 members, to contribute £ 4050 members, to contribute £ 4064 members, to contribute £ 5120 members, to contribute £ 2050 members, to contribute £ 408 members, to contribute £ 20

82 members, to contribute £ 65150 members, to contribute £ 120251 members, to contribute £ 20127 members, to contribute £ 21

153 members, to contribute £ 122159 members, to contribute £ 12760 members, to contribute £ 48

500 members, to contribute £ 37510 members, to contribute £ 20

110 members, to contribute £ 88100 members, to contribute £ 80

3879 members, to contribute £ 30045200 members, to contribute £ 2000 (instead of £ 2565)9079 members, to contribute £ 5004

According to this proposal the per capita subscriptions for ATCA, CATCA and the Luxemburg Guild would be:A T C A : 7 s 8 dCATCA:\ a . 5 0 s

Draft Budget 1968 - Provisional Budget 1969

I n c o m e

Member Associations .Corporation MembersIn te res t

D r a f t P r o v i s i o n a l

Budget 1968 Budget 1969

Appendix A. 9Agenda I tem AP a g e 2 9

Expenditure

Stationery & PrintingPostage & General ExpensesElective Officers' ExpensesDelegates international ConferencesExecutive Secretary, Salary & TravelStanding CommitteesA n n u a l C o n f e r e n c eA u d i t F e e

Depreciation of Office EquipmentMiscellaneous (taxes, etc.)

<pected balance

Appendix B. 1 Report of the First Vice-PresidentCf. Agenda Item B. 1.1

Poge 31

The duties of this office as outlined in the IFATCA Constitution and By-Laws is to assistthe President and represent the Federation at external meetings as directed. In addition,(and I emphasize this phrase) it states, "The First Vice-President shall take over such dutiesas may be assigned to him by the President". These responsibilities are relatively straightforward, but there is no mention of the 230 odd letters, directives, questionnaires andinformation circulars which have during the past year crossed my desk. Hence, rather thanreview each development as it occurred or explain in detail the meetings and hearingsattended, I have briefly listed in chronological order where possible, the activities undert a k e n o n b e h a l f o f t h e F e d e r a t i o n a n d f o r M e m b e r A s s o c i a t i o n s .

— Reviewed the initial draft of the revised Constitution and By-Laws, via correspondencewith the Canadian IFATCA Liaison Committee, which resulted in a re-drafting of severalclauses for ease of interpretation and into more understandable language.

— Prepared and submitted a final draft of the revisions to the Constitution for furtherconsideration prior to the Amsterdam Board of Officers Meeting.

— Attended the Radio Technical Commission for Aeronautics 1967 Annual AssemblyMeeting in V/ashington, D. C. from September 19 —20th. (Complete report in "The Control ler".)

— Met with ATCA's past Executive Director, Mr. Cliff Burton, at their Washington Headquarters to discuss closer liaison and the possibility of full affiliation with IFATCA.— In October participated in the Minneapolis-St.Paul ATCA Convention. Copies of myaddress to the General Assembly have been distributed to Member Associations. Further details are contained in my Regional Liaison Officer's Report and a summary ofthe panel discussions will appear in a later issue of "The Controller".

— Also met informally with representatives of the Venezuelan Association in Minneapolisto discuss the progress being made since our former Honorary Secretary visited Carra-cas last year. Discussion of developments in the Caribbean Federation of ATC alsoe n s u e d .

— Travelled to New York, Keflavik, Luxembourg and Brussels, meeting briefly with theChairman of each of the Member Associations in the respective countries while en-route to the Officers' Meeting in Amsterdam. Incidentally I left Toronto immediatelyafter completing an 8 hour shift on October 18th and arrived in Amsterdam some 28hours in transit later. The refurn trip via train, auto and aircraft took 32 hours, but considerable expense to the Federation was circumvented when free transportation didn'tmaterialize, although I would not recommend this method of travel to anyone!

— Attended opening of CATCA National Council Meeting — October 29th in Ottawa.— Assisted Mr. Joe Foppiano, Chairman of ATCA's "Operation Snowstorm" in Atlanta to

obtain information of value to their study on working conditions and equipment inU. S. ATC facil i t ies.

— Hosted a Special Officers' Meeting in Toronto on November 25, 1967 regarding thedevaluation of the Pound Sterling. Assisted President Tekstra and Treasurer Ruthy indrafting a release to Member Associations seeking approval for an increase from 12 s.(old) to 14 s. (new) per member, and for Corporation Members from 50 to 60 pounds asthe new annual subscription rates (see 68.A.23 1 Agenda item A.2.2.2).

— Distributed copies of Vol. 2 of Judge Robinson's Report on Canadian ATC to allMember Associations (a limited number of copies are still available).

— Publicized the dates of the Munich Conference through "Aviation Week and SpaceTechnology", "Canadian Flight" (COPA), "Canadian Aircraft Operator", and "Canadian Aviation" magazines, in early February, which has appeared in each issue since.

— Prepared the proposed Terms of Reference for Standing Committee III (Finance) (seepaper 68.A.8, Agenda Item A.2.2).

— Assisted the Canadian ATCA in presenting initial contract proposals to the TreasuryBoard of Canada (employer of ATC in Canada on behalf of Government of Canada)and attended some negotiation discussions under the Collective Bargaining proceduresrecently established for Canadian civil servants.— On January 25, 1968 attended with the CATCA Executive, the Canadian Department ofTransport's discussions of the numerous recommendations contained in Judge Robinson's Report, Vol. 2,

— Participated in the Public Service Staff Relations Board's formal hearing regardingCATCA's appeal against the "designation" of 74 Canadian Control Tower (ATC4 andbelow, no IFR) Controllers on the grounds that the Department's proposal to provide aminimal VFR operation was possibly a threat to the safety of aviation and would beproviding a false sense of security to the travelling public, in the event the CATCA's

8 4

negotiations with Treasury Board fail to achieve a conciliation and CATCA members Appendix B. iwithdraw their services. (CATCA has, at present, the right to strike within the limitations Agenda Item B. l.of the legislation governing same, but can be ordered back to work by Parliament pas-sing an Order-in-Council. Severe penalties are legislated if any employee disobeyssuch a directive, and the Association and its Officers can be heavily fined for not assuring that their members return to work.)On February 27, 1968 again attended a PSSRB hearing in Ottawa re Canadian AirTraffic Control Assistants being represented by a civil service staff association of clerical workers (not involved with ATC). The CATCA appealed this since it had previouslybeen certified to represent all ATC personnel in Canada, from ATCO's-in-Training toRegional and Headquarters personnel, who are eligible to participate in CollectiveBargaining (legislation excludes only Unit Chiefs and Management executives, but notsupervisors or ATCO's who are eligible and now members of the CATCA).Provided IFATCA's Standing Committee I with Canadian Manuals of Operations plusamendments and other technical information with some North American comments andviewpoints reorganization and the projects being undertaken.Drafted the initial Terms of Reference for Regional Liaison Officers distributing someduring February 1968 (see 68.A.21 Agenda Item A.5.2 for Sub-Committee A).Completed free travel arrangements to attend the International Airline NavigatorsCouncil's Annual Convention in New York, March 12 —14th, but unfortunately the invitation had to be turned down, our President advised, due to Federation finances.Arranged for groups of pilots to tour ATC facilities in Toronto, as a part of the CATCAToronto Branch's "ATC Week" programme, to better acquaint the aviation public withthe Canadian ATC system, and to publicize the endeavours of the CATCA through participation in IFATCA projects. Slides were shown of some of the European ATC facilitieswhich I had visited last Spring and the EUROCONTROL Headquarters plus the Experimental Centre at Bretigny. This endeavour was very well received and evoked considerable comment (March 7 to 14th).Launched a progressive "Corporation Membership in IFATCA" recruitment campaignto have corporations and aviation organizations in North America actively participatein IFATCA's endeavours. The first letter was sent out on February 23rd, and the resultsto date have indeed been encouraging. I would again, on behalf of all Member Associations, welcome our newest Corporation Members and any of their delegates whoare in attendance.

— On March 29, 1968 a lecture and discussion with Canadian Armed Forces personnel onthe new holding pattern procedures and protected airspace criteria being introducedin Canada, effective May 1st, 1968, was attended.

— During March contact was established with organizers of the new U. S. Professional AirTraffic Controllers Organization (PATCO) in Cleveland, Minneapolis and New York.This organization plans to hold its Constitutional Conference in Chicago during the firstweek of July and has on temporary retainer the famous U. S. criminal lawyer Lee Bailey.A spokesman for the new organization stated that the primary reasons for its formationis that ATCA is unable to bargain effectively for Controllers in the U. S. because FAAmanagement personnel are included as members, and that NAGE, the other civil service union, representing some Controllers, includes too many varied government groupsto solve the specialized problems of Controllers. The organization's proposed charterforbids work slowdowns or stoppages as a means to gain benefits and according toAttorney Bailey, will publicize its case in arguments to the FAA, before Congress andthrough news media and the courts if necessary in order to have some of the problemsfacing the U. S. Controllers rectified.

This has, I believe, been a year of decision for our Federation. The policies formulated atpast Conferences have been effectively set in motion and the influence of the Federation'sactivities has grown now beyond the national boundaries of the Member Associations.The gap which has existed for too many years between the operational Controller andthose in authority to establish the rules and regulations of the Air Traffic Services has nowbeen crossed and only requires a firmer foundation upon which to build. Such a foundation,however, con only be achieved through understanding and co-operation. The very attendance at this Annual Conference by observers from so many respected international organizations, plus the many other delegates of those authorities interested in aviation and transportation, I feel, is indicative of the rapid advancement and progress that is presentlybeing made and can be achieved in the future through our IFATCA.I stated last year in Geneva, in accepting this position on the Board of Officers, that "thenext ten years . . . are going to prove to be the greatest challenge our profession may everface!" Statistics recently released by ICAO have revealed a "growth trend" in world-wide

8 5

Appendix B. 1 Airline traffic from 80 million passengers carried in 1957 to over 250 million passengersAgenda Item B. 1.1 carried in 1967. That is over 200% in ten years! Air freight during this same period for

Page 31 scheduled airline service increased from approximately 1 billion "Revenue Ton Miles" to4.4 billion! Even more spectacular, is the growth trends of business and private aircraftwith the advent of the executive jets on the market. From an all-time-high of approximately7800 aircraft delivered in 1963, sales of business aircraft in the U.S. market jumped duringthree short years to 15,500 units being delivered in 1966, plus an additional 13,483 aircraftbeing added by U.S. Manufacturers alone again in 1967. Increased aircraft utilization byboth the airlines and private owners or corporations will produce even greater demandsupon the resources of the individual Controllers to cope with the peak traffic periods inalready crowded airspace. During last January in North America some 1,254 aircraft weredelivered setting a new record for that month and possibly giving a glimmer of what 1968will produce, in that these deliveries only confirmed the upward trend which was evidentonce again during the final quarter of last year.IFR traffic last year at Centres around the world generally increased on the average 15%or more. In 1967, the FAA's 313 airport control towers reported a record 49.9 million take-offs and landings. This is almost twice as many as the 25.1 million operations reported bythe 205 FAA towers back in 1957. IFR flights handled by the 28 FAA Air Route Traffic Control Centres jumped from 8 million in 1957 to 16.6 million in 1967. The 331 Flight ServiceStations almost doubled their flight plan servicing, pilot briefings and aircraft contacts to33.5 million in 1967 compared to 16.9 million in 1962, only five years ago! The ten busiestTowers reported more than 400,000 operations with the top three being Chicago O'Fiare —643,787 operations; Opa Locko, Florida — 634,799; and Van Nuys, California -- 496,564.Fort Lauderdale (Fla.), Long Beach (Calif.), Los Angeles International, San Jose Municipal(Calif.), Kennedy International, Miami and Denver International all averaged more than7,800 operations each week over the year. The Chicago, New York, Cleveland and Washington ARTC's handled over 5 million IFR aircraft in 1967, which is more than 30% of thenation's traffic. Providing this high volume of service in the USA are 12,000 FAA Controllersand 4,000 Flight Service Specialists under the management of 20 Area FAA Offices.Recently published FAA estimates indicate a 250% increase in aircraft operations at towercontrolled airports in the next decade. IFR aircraft movements in 1967 totalled 15 millionin the U.S. and are expected to increase 80% in the next three years! In emphasizing theproblem FAA's Administrator, General W. F. McKee, recently warned that regulating aircarrier schedules and imposing greater restrictions may be necessary, since forecasts, whichfrom past experience are normally conservative, presently project for 1979 45 million IFRoperations, 444 million airline passengers, and 342 billion revenue passenger miles beingflown compared to the present 86 billion revenue passenger miles in the U.S.The FAA also reports 9,276 airports in operation at the end of 1967, an increase of 400over the previous year, of which 6,296 (62.2%) are privately owned. Lighted runways areprovided at 3,149 and paved runways at 3,109 airports. Airlines in 1967 provided jet serviceat only 182 airports but are forecasted to extend their operations to an additional 216airports by 1973.During a U.S. survey conducted in May, 1967, data compiled showed 17,009 airline flightsscheduled for Fridays, with Monday to Thursday only 1% less. Of this 6,398 were jets4,551 turboprops, 5,284 piston airplanes and 776 helicopters. This is a 45% total increasesince 1965. Jet service indicated 223% increase, turboprops 195%, while piston aircraftoperations declined 21%. Of the 49 foreign carriers operating into the U. S., 14 were Canadian based and 6 were f rom Mex ico .In Canada, VFR movements at the 39 DOT Control Towers increased 8.4% to almost 4 million operations in 1967, while IFR operations at the 8 Area Control Centres increased14,7% from 792,570 movements in 1966 to 922,600 IFR operations in 1967. The NAT operations reported by lATA indicated an 18.8% increase in passenger traffic.More regulations to govern the flight of VFR pilots are being introduced to the ATC systemin order to regulate traffic movements within confined airspace. Structural changes in airways systems, speed restrictions, holding pattern entry procedures and protected airspacecriteria are being redesigned by computers. The "productivity" of the Controller and hisassociated workload has increased very rapidly, and as a result he has been compelled toconform to a system of standardization such as "one-way airways" which may not be asexpeditious a routing for the pilot but provides the Controller with a greater margin ofsafety and eliminates the possibility of errors occurring.Fortunately, ATC equipment development and improved navigational aids are being quickly introduced, but probably not soon enough. The touch-wire display being produced byMarconi and Plessey are indeed promising. The operational evaluation of the improvedDectra long range navigation system on North Atlantic routes by the FAA and severalEuropean airlines, plus Eastern Airlines DC-9 55-minute air shuttle run between Washington

National Airport and La Guardia, N.Y. being saved by an average of 12-15 minutes Appendix B. iduring the first months of flight testing of the Decca Omnitrac, through the ability to navi- Agenda Item B. 1.1gate off course" from normal VOR airway centrelines, both show promise in permittingsystem expansion. The SSR station built at Kilkee on the Irish cost using a Cossor Electronics CE-70 and an Elliott Automation digital video processing unit to survey NAT lateralseparation along with a similar review operation being conducted from Gander, Newfoundland and U. S. Coast Guard cutters in mid-Atlantic should result in better utilizationof airspace eventually.Also of interest is General Precision's potentially large and bright screen display whichuses lasers for writing and photochromic material for storage with ultraviolet light whichdarkens the screen and can be varied to adjust decay rate. Such a capability would greatly enhance the "Common IFR Room" concept, which will combine LaGuardia, Kennedyand Newark approach control units into one facility. Incidentally, FAA human factor studies of large-screen projected radar displays (command wall-type) have found that thereis no fatigue or eyestrain nor is precision in vectoring impaired. At Bouchette, Quebec,Canada s first experimental communications satellite terminal is being built by NorthernElectric, a subsidiary of the Bell Telephone Company. It is a prototype for other stationswhich are to be located in the far north, and will be capable of remaining operationalunder heavy ice coatings, withstanding winds in excess of 80 mph, as well as being transportable by DC-3's equipped with skis. The EUROCONTROL Agency's thorough planningand development of procedures and agreements for control of the upper airspace overmost of Europe, through the utilization of computers and digital radar displays, providesa considerable degree of encouragement to the operational ATC personnel. Fiowever,these developments will n o t be enough to ease the "flow control" situation which everyday is becoming more prevalent. With the New York terminal area, which contains 5 majorairports and a total of 31 airports within 60 m.iles, averaging 7,900 operations daily, plus1/750 IFR movements, and Los Angeles, with 8 major airports and a total of 46 airportswithin a 60 mile radius, averaging 13,300 operations per day with 1,900 instrument flightduring 1966, aviation authorities cannot realistically cut back on funds or personnel ifthe safety and efficiency of the ATC service is to continue.In summary, I believe we are well aware of the task ahead of us and of the problems tobe overcome while our working conditions, equipment and procedures are slowly developed to meet the SST era, which is almost upon us. Nevertheless, in our deliberations wemust not forget the newly developed ATC systems of our smaller Member Associations.I trust therefore that the policies adopted by the Federation at this our 7th Annual Conference will serve us well during the next five years, or at least until we can "catch ourbreath" between communications to review the results. I would ask that each of you disseminate the information, knowledge and cordial understanding which you may acquireat the Conference to your membership, and related aviation groups, in order that it mayfoster greater understanding and co-operation amongst all aviation organizations, whichWill be necessary during the immediate months to come. By your continued dedication,interest and assistance in the projects undertaken by IFATCA, I am confident that togetherwe con measurably assist and guide the development of a truly international ATC system,which both you and I shall be required to assure really works!

J. R. Campbell

Report of the Chairman of Standing Committee I Appendix B. 2Cf. Agenda Item B. 2.1

Work ProgrammeThe Work Programme for Standing Committee I was approved at the Geneva Conferenceunder Resolution B.9 and was as follows:— The formulation of IFATCA policy agreed at the Geneva Conference in a form accept

able for inclusion in the Manual.The preparation of recommendations for the progressive elimination of VMC Clearanceto IFR flights.

— The continued examination of Radio Communication Failure procedures.— Examination of Part X of Doc. 4444 "Procedures for Primary Radar".— Examination of the report of the ATC Automation Panel.— Examination of the completed questionnaires on Civil/Military co-ordination.— Examination of SSR in the ATC environment.

8 7

All the above items hove been discharged with the exception of the examination of Part Xof Doc 4444 which is a rather lengthy and detailed task and has not yet been completedand the examination of the completed questionnaires on Civil/Military Coordination forwhich no reply has so far, been received from the Italian Association in respect of theproposed questionnaire.

IFATCA PolicyPaper 68.B.4 sets out the IFATCA Technical Policy in a form related directly to the ICAODocuments PANS-RAC Annex 2 and Annex 11. This task involved a great deal of hardwork and research into documentation. I am indebted in particular to Mr. Saker of Standing Committee I for his patient compilation of this Paper.

Co-operation with international OrganisationsPaper 68.B.12 —1 deals in detail with the work which Standing Committee I has carried outwith IFALPA. There has been an extensive exchange of views with this organisation duringthe past year and as the President has done a great deal himself to foster this relationshipI am sure he will be well pleased to see a practical outcome to his efforts.Mr. Mundy of Standing Committee I is our main contact man with IFALPA and I wish tothank him for devoting so much of his own time to this task particularly in regard to RadioCommunication Failure Procedures and the exchange of views on the 5th ANC Agenda.

SSR in the ATC Env i ronment

Paper 68.B.10 is an attempt to set out for you the problems associated with the advent ofSSR. As you know this is a subject which is included in the Provisional Agenda for the forthcoming 6th ANC and it is anticipated that SSR may be a subject upon which Conferencemay direct Standing Committee I to prepare material.It is I believe, the first attempt to set out in detail the application of SSR from the viewpoint of the air traffic controller. The paper is primarily the work of John Saker assistedby Freddie Crewe of Elliots and Bob (upside-down) Shipley of Cossors.

5 t h A N C

As you know the President was present at the 5th ANC albeit in his official capacity andI am certain the Council could not help but be impressed by active controller participation.Standing Committee I were not in a position to prepare material for the 5th ANC otherthan to participate in the exchange of views with IFALPA mentioned in para. 3 above. Wewere fortunate however, that Vic King of Decca was present and was able to provideStanding Committee I with an abbreviated report of those proceedings which were ofi n t e r e s t t o I F A T C A .

C o n c l u s i o n

In the past year I have endeavoured to extend the meetings of Standing Committee I toinclude representation from those of our membership whose knowledge was of value inrespect of specific items. In the foregoing you will have noted the names of three of ourCorporate Members. I am indebted to these gentlemen for travelling long distances onwet and windy winter's evenings, to give us the benefit of their professional knowledge.In conclusion I wish to observe that the burden of work for Standing Committee I as withthe other Standing Committees does not get any lighter. It must be remembered howeverthat these Committees are composed of volunteers who give of their own personal timeand therefore there is a limit to the amount of work which can be discharged satisfactorily.The main task of Standing Committees is to try to complete the Work Programme as laiddown by Conference and it is therefore of particular importance that Directors should givetheir full attention to the items which they consider should form the Work Programme ofthese Committees, always bearing in mind the limited resources available.The British Guild has discharged the duties relating to Standing Committee I for some yearsnow and I am directed to inform you that it does not seek to continue. However, in view ofthe importance to IFATCA of this Committee and in the event that no other Association isin a position to discharge these duties the British Guild will offer itself for re-election atM u n i c h s h o u l d t h e r e b e n o o t h e r n o m i n a t i o n s .

A r n o l d F i e l d

8 8

Appendix B. 2Cf. Agenda Item B. 2.1

Page 31

Norway orders British Air Traffic Control SystemA British secondary radar system is to be installed at

Norway's Fornebu (Oslo) airport. It will be a Cossor/Elliott CE70 system for which Elliott-Automation suppliesthe complete automatic video data processing equipment,including a small, low-cost Elliott 900 Series on-line computer, and Cossor Electronics, the special aerial, interrogator and ground monitor.

Elliott-Automation has developed the advanced computer programs and electronic hardware needed to handlethe high speed, coded secondary radar transmissions andmake the information they carry suitable for written,„alpha-numeric" display on the radar screens. The information, or "tag", automatically follows each aircraft asit moves across the screen and can be selected or erasedas required.

One of the advantages of this advanced video processing system is the extremely accurate indication of theaircraft's position.

The 900 Series computer retains in its store the identity,height and updated position of each aircraft under surveillance. The Fornebu installation will handle foreseeabletraffic but the capacity of the system can be readilyexpanded should forecasts prove inadequate.

The manufacturers' experience in secondary radar hasbeen gained largely from work on both civil and militarysystems supplied to British and foreign governments.Cossor secondary radar equipment has been chosen toprovide complete coverage of the United Kingdom Airways system whilst well over 100 Elliott Video Processingsystem are being supplied for Europe. Several civil installations have been provided already. Typical examplesare the one for monitoring transatlantic traffic from Kilkeein Ireland, and the computerised system at the Eurocontrolexperimental unit at Bretigny.

with range information obtained from an integral rangecounter, for transferring to the plot extractor.

The plot extractor, manufactured from DTL integratedcircuits and incorporating a 12-bit, 1024-word core storewith 1.5 microsecond cycle time, performs three functions.It proves the presence of a valid aircraft plot by countingthe number of returns from a particular point in space. Itestablishes the code of this return by comparing codetrains on consecutive range scans. By determining thebeginning and end of a plot in azimuth, calculating itstrue centre and combining this with the range information,it establishes the exact position of the aircraft.

At this stage the processed information containing theidentity, exact position and height of the aircraft is in thefo rm o f 12 -b i t wo rds .

These are fed to an Elliott 902 converts the input intoa form suitable for the video generator which drives ther a d a r d i s p l a y s c r e e n s . E L L I O T T

New Look at AmsterdamT h e N e t h e r l a n d ' s G u i l d o f A i r T r a f fi c C o n t r o l l e r s

attaches importance to the announcement that the article"New Look at Amsterdam", which was published in theApril, 1968, issue of THE CONTROLLER, has not beenwritten by a member of the Guild and should not beconstrued as representing its official opinion.

Indeed, this article was based on a news release of the"Rijksluchtvaartdienst" (RLD — Dutch Civil Aviation Administration) and has been prepared by J. S. Smit, Chief,Operations, RLD, who is well known to IFATCA membersthrough his participation in Annual Conferences and,particularly, his introductory remarks to the panel disc u s s i o n " T h e M o v e t o w a r d s A u t o m a t i o n i n A i r T r a f fi cC o n t r o l " ( s e e p a g e 3 9 ) . E d .

Technical DescriptionThe equipment to be provided comprises the following;

A Cossor SSR 700 aerial.A Cossor SSR 700 aerial.A Cossor SSR 1600 monitor transponder.An Elliott dual register decoder.An Elliott secondary radar plot extractor.An Elliott 902 computer.An Elliott video generator.

With the exception of the final amplifier stage thecrystal controlled interrogator is constructed from solidstate electronics. It is provided with multiple monitoringpoints for self-test purposes. Digital techniques are usedin the mode generator to produce all the necessarytriggers and individual circuit functions are assembledonto separate, plug-in printed circuit boards.

The interrogator handles all civil, military and testtransmissions as well as providing for triple mode interlace, aerial interlace and sector interlace. Five pre-setmode interlace programs are available and can bechanged easily and rapidly.

The secondary radar signals gathered by the interrogator will be transmitted to the Fornebu air traffic control centre via a video data link and fed to an integratedcircuit (TTL and DTL) digital decoder. The decoder acceptsthe masses of individual pulses received at high speedfrom the aircraft transponders, establishes the presenceof code trains and prepares them in parallel form, togethei

IFATCA Jacket BodgeA jacket badge showing the IFATCA emblem has beencreated and manufactured by Bengt Joelsson of theS w e d i s h AT C A . I t i s a n o t h e r t o k e n o f t h e i n t e r n a t i o n a l

spirit of IFATCA members, and the smartness of this badgemakes it really attractive. If you wish to purchase one foryourself or for your colleagues, please contact

Mr, Bengf Joelsson54600 Karlsborg■Villagatan 5 MolltorpS w e d e n

8 9

B o o k R e v i e w

Bad N igh t o f O 'Hore

AIRPORT by Arthur Hailey, Doubieday & Co. Inc., Garden City,N.Y., 1968, 440 pp., g 5.95.

An aging contro l ler, who has reached the stage where he is barelycompeten t , i s one o f the appea l ing charac te rs in Ar thur Ha i ley 's newnovel, AIRPORT. Hai ley weaves half-a-dozen plots into a bang-up storywhich spans seven hours of the worst night of the year at Lincoln Internat ional A i rpor t . Most contro l lers wi l l recognize L incoln immediate ly asa n o t h e r n a m e f o r O ' H o r e .

I f you read Hai ley 's preceding novel , HOTEL, you may be aware ofthe vas t amoun t o f research wh ich he a lways comp le tes , i n o rder toobta in an ext remely rea l is t ic , authent ic background for h is s tor ies . Hehas done the same thing with AIRPORT; for this project he spent severa l months tour ing Nor th Amer ica, ta lk ing to cont ro l le rs , p i lo ts , a i r l inea n d a i r p o r t m a n a g e m e n t p e o p l e a t K e n n e d y, O ' H a r e , Ta m p a , Wa s hington, and Los Angeles, as wel l as severa l Canadian a i rpor ts , to geta feel for how the system really operates.

The resu l t o f a l l th is e f fo r t i s a mov ing, dramat ic s tory w i th a remarkab ly h igh degree o f techn ica l accuracy, and a very good ins igh ton t he p rob lems tha t a re bugg ing t he i ndus t r y t oday. The book hasplenty to soy about noise abatement, a i r l ine passenger insurance, andthe need for operat ional — rather than commercia l — improvements toairports. But primarily it deals with aviation people, and what thestresses of our present technological environment con do to their humanv a l u e s .

Never before hove we seen a more realist ic description of the mental stresses of a control ler, nor a more dramatic pitch for 20-year contro l ler re t i rement . The story a lso descr ibes the ins id ious factors whichp a r t i c u l a r l y t e n d t o s t r a i n t h e m a r r i a g e s o f a v i a t i o n p e o p l e . I n t h i srespect , AIRPORT is a book for cont ro l lers ' w ives as wel l as cont ro llers. In some coses, a thoughtful reading (part icularly of Port 2, Chapter 3) conceivably could lead to better communications, improved unders tand ing , and more love , w i th in ATC fami l ies .

The book won ' t se l l any a i r l ine t i cke ts ; i f enough prospect ive contro l lers read i t firs t , i t could even put a damper on any contro l ler rec ru i tmen t p rog ram. Bu t i t ' s a fas t -mov ing , exc i t i ng s to ry. And i t contains enough illicit sex to moke a tremendous pile of money as a movie,some day. Wh ich jus t m igh t be wha t Mr. Ha i l ey had in m ind , i n thefi r s t o l a c e . T K V

Search for the Landing Site

"Auf der Suche nach dem Landeplatz", by Marcus Tuner. Published 1967 by Franckh 'sche Ver lagshand lung Stu t tgar t . 88 pageswi th many photos and d iagrams. High g loss car ton cover ; DM12,80 .

I S rood to the moon is not only paved with good intentions but;ry realistic research tasks, not to speak of the knowledge andnee which are scattered by the wayside,

hese words were written by Marcus Tuner in the introduction to hisicent publication "On the Search for the Landing Site",led, since the invention of radio, nothing has had a more signi-tffect on the development of electronic equipment and techniques,

communicat ions in part icular, than space research and techno-'his applies to almost any related subject, ranging from theof h igh gain antenna systems and the appl icat ion of Extremely

requency, to the development of l ightweight power sources andlerat ion and transmission of colour TV pictures.! effects of space research are also quite apparent in other fieldsviedge. Photography, for instance, is of part icular s igni fcance ini lorat ion of the moon. Only by special airborne processing tech-hos it become possible to transmit ful ly developed pictures back

Already by the end of this decade the first human beings areduled to land on the moon. This fascinat ing project must be preso conscientiously that in respect of the safety of the astronautsing is left to chance.

The au thor descr ibes in eas i l y unders tandab le te rms the esaspects to be token into account in the search for a sui table Icsite on the moon. Based on the results of research and explorationo re ava i l ab le t o do te , he ou t l i nes a su rp r i s i ng p i c tu re o f t heand the characteristics of this landing site, and of the material ofi t c o n s i s t s .

Thus this book mokes excellent reading for the amateur astrorthe hobby photographer and, genera l ly, everybody in teres ted int ific and technolog ica l progress.

Many i l lust rat ions hove been inc luded in the text and somephotos, for ins tance the exce l lent p ic ture o f c ra ter Hyginus, carb e r e g a r d e d a s r e f e r e n c e d o c u m e n t s .

It is very pleasant to note that the reproduction quality of the photos is well matched by the clarity of the diagrams; the photographicequipment of the Lunar Orbiter space vehicle and its associated videotransmission system may serve as an example of how complicated processes con be presented in an easily understandable manner.

The book also contains a classified index of the subjects treated,source re ferences, and a compi la t ion of usefu l data about the moona n d t h e v a r i o u s s p a c e p r o j e c t s r e l a t e d t o i t . E H

D i e L u f t f a h r t b e r u f e

(Careers in Aviation) by Ernst Schworz. 244 pages, 52 pictures;DIN A 4; clothbinding; DM 48,—. Published by Krausskopf-Flugwelt-Verlag, Mainz, FRO.

This is c comprehensive survey on careers in civi l aviation, basedon the educational system and the working and employment conditionsin the Federa l Repub l ic o f Germany. I t i s p r imar i l y in tended for theyoung school leavers and col lege graduates who f requent ly have buta faint idea about the real conditions of some of the so-called "glamourjobs" .

Th rough h i s ac t i v i t y as head o f t he av ia t i on depa r tmen t i n t he"Deutsche Angestellten Gewerkschaft" (one of the two large GermanUnions which represent the majority of aviation employees), the authorhas an intimate knowledge of the career structures and environmentalconditions in the field of aviation, be it with industry. Federal andState authorities, or research and development establishments. Hisexperience is reflected in this book, which represents a realistic assessment of the current situation, illustrated by lively descriptions of theevery-day routine of some of the aerospace professions.A glance at some of the chapter headings shows the wide range ofsubjects treated: —— Entry requirements, instruction policy and examination specifications

for the academic training at technical academies and universities;— Personnel licensing (flight crew members and ground staff);— Terms of reference for various categories of airline personnel (tech

nician, graduate engineer, sales and traffic agent, operational control officer, dispatcher);

— Aircraft maintenance personnel, skills required, training, careers-— Training and career structures of aviation and aircraft engineers

(syllabi, training expenses, examination procedures, etc.);— Careers in the Air Traffic Services (a detailed compilation of relevant

regulations of the Ministry of Transport and the Federal Administration for Air Traffic Services);

— The Meteorological Services, entry requirements, training careerp r o s p e c t s .The book is well illustrated, and in the attachment it contains a

variety of reference material, such as salary tables for civil servantsand government employees, ollov/ance schemes, particulorly for training,abbreviations, definitions, the organisation of aviation authorities airport administrations, and R&D establishments. There are also interestingarticles, for instance how air force training can usefully be applied incivil life, the practical role of space research vis a vis the economyof a country, and its effects on scientific and technological developments, and a brief description of the history of radar, its application

It is probably safe to predict that this book will soon become avaluable reference document for vocational advisers and authorities.In view of the ever increasing international co-operation, particularlyin the field of aviation, one would hope for a similar, synoptic studysoon to be prepared on on international basis

J a h r b u c h d e r L u f t - u n d R a u m f a h r t

(Aviation and Space Yearbook) by Dr. K. F. Reuss; publishedby Sudwestdeutsche Verlogsanstolt GmbH, Mannheim. 445 pagesincluding many pictures, tables, and organigrammes; DM 24,80.

The "Jahrbuch der Luft- und Raumfahrt", of which the 17th volumehas been published in January, is often referred to as THE Germanareospoce yearbook, a qualification which has been justly earned duringmore than one and a half decade.

Contents and lay-out of this useful working aid have been sufficiently described in earlier issues of THE CONTROLLER. On one particularity, however, we never seem to hove spent much space, perhapsbecause it has become such a familiar feature that one takes it moreor less for granted, i. e. the REPORT sections of the book.

These reports on current aerospace activities and new aviationlegislation ore published in addition to the multitude of addresses

g r a m m e s , a n d o t h e r r e t e r e n c e m f o r m cto tind in on aviation dictionary. Looking bock at all the volumespublished, they provide a summarised "History of German Aviation"o f t h e p a s t s e v e n t e e n y e a r s . 5 | - j

9 0

The In ternat iona l Federat ionof Air Traffic Control lers Associat ions

Addresses and Officers

A U S T R I A

Verband "Osterreichischer FlugverkehrsleiterA 1300, Wien Flughafen, AustriaP r e s i d e n t A . N o 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 NotionalZaventem 1, BelgiumP r e s i d e n t

Vice-PresidentSecretarySecretary GeneralTr e a s u r e rE d i t o rIFATCA Liaison Officer

A . M a z i e r s

M. van der StraateC. ScheersA . D a v i s t e r

H. CampsteynJ. MeulenbergsJ. Aelbrecht

C A N A D ACanadian Air Traffic Control Association56, Sparks StreetRoom 305Ottawa 4, CanadaP r e s i d e n t J . D . L y o nV i c e - P r e s i d e n t J . C . C o n w a yManaging Di rec tor G.J .Wi l l iamsT r e a s u r e r A . C o c k r e mChairman IFATCA Comm. R. Roy

DENMARKDanish Air Traffic Controllers AssociationCopenhagen Airport — KastrupDenmarkC h a i r m a nVice-ChairmanSecretaryTr e a s u r e rM e m b e r o f t h e B o a r d

V. Freder iksenAa. JaenickeE . C h r i s t i a n s e n

P. B r e d d a mM . J e n s e n

F I N L A N D

Association of Finnish Air Traffic Control OfficersSuomen Lennonjohtajien Yhdistys r. y.A i r T r a f fi c C o n t r o lH e l s i n k i L e n t o

F R A N C E

Fr e n c h A i r Tr a f fi c C o n t r o l A s s o c i a t i o nAssoc ia t i on P ro fess i onne l l e de l a C i r cu l a t i on Ae r i enneB. P. 206, Paris Orly Airport 94F r a n c e

Pres identF i r s t V i c e - P r e s i d e n t

S e c o n d V i c e - P r e s i d e n t

General SecretaryT r e a s u r e r

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

F r a n c i s Z a m m i t hJ . M . L e f r a n c

M . P i n o n

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

R. PhilipeauM . I m b e r t

A . C l e r c

G E R M A N Y

G e r m 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 nVerband Deutscher Flugleiter e. V.3 Hannover-Flughafen, GermanyPostlagerndC h a i r m a n W . K a s s e b o h m

V i c e - C h a i r m a n H . G u d d a tV i c e - C h a i r m a n E . v o n B i s m a r c kV i c e - C h a i r m a n H . W . K r e m e rS e c r e t a r y H . J . K l i n k eT r e a s u r e r K . P i o t r o w s k i

E d i t o r L . G o e b b e l sI F A T C A L i a i s o n O f fi c e r W . G o e b e l

G R E E C E

A i r Tra f fic Con t ro l l e r s Assoc ia t i on o f G reeceEkatis Street 24, Athens 808, GreeceP r e s i d e n t N . G o n o sV i c e - P r e s i d e n t E . P e t r o u l i a sGe n e r a l S e c r e ta r y E . K a r a g i a n i d e sT r e a s u r e r C . T h e o d o r o p o u l

H O N G K O N G

Hongkong Air Traffic ContrcHongkong AirportP r e s i d e n t

SecretaryT r e a s u r e r

I C E L A N D

A i r Tra ffic Con t ro l Assoc la t i c

Reykjavik Airport, IcelandC h a i r m a nSecretary

I Assoc ia t ion

A . A . A l l c o c k

R. L. AyersR. Lo

G . K r i s t i n s s o n

S. TrampeK. Sigurosson

Fred. LehtoVa i n o P i t k a n e nH e i k k i N e v a s t eAimo HapponenViljo Suhonen

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 AirportTeheran, IranSecre ta ry Genera l E . A . Rah impour

9

I r i sh A i r Tra f fic Con t ro l O f fice rs Assoc ia t i onA 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 yV i c e - P r e s i d e n t P. J . O ' H e r l i 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 T . L a n eA s s t . G e n . S e c r e t a r y M . D u r r a c k

I S R A E L

A i r T r 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 n o f I s r c

Lod Airport, Israel

V i c e - C h (

J a c o b W a c h t e l

W . K a f zE . M e d i n a

A s s o c i a z i o n e N a z i o n a l e A s s i s t e n t i e C o n t r o l l o r i

della Civil Navigazione Aerea ItaliaV i a C o l a d i R i e n z o 2 8

Rome, I ta ly

P 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 u 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 l f r e d F e l t e sS e c r e t a r y A n d r e K l e i nT r e a s u r e r J . P . K i m m e s

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 J . v a n L o n d e n

S 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 f

M e m b e r , P u b l i c i t y T . M . v a n G a a l e nMember, IFATCA-affa i rs B. H. van Ommen

N E W Z E A L A N D

A i r Tr a f fi c C o n t r o l A s s o c i a t i o nDept. of Civil Aviation, 8th Floor, Dept. Bldgs.S t o u t S t r e e t

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 m

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 n

V 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

Rhodes ian A i r Tra ffic Cont ro l Assoc ia t ionPrivate Bag 2, Salisbury AirportR h o d e s i a

P 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 Air Traffic Controllers AssociationPack 22, Sistuna, SwedenC h a i r m a n L . B e r k e n s t a mS e c r e t a r y A . K a r l a h a gT r e a s u r e r C . A . S t a r k m a nIFATCA Represen ta t i ve G. A t te rho lm

S W I T Z E R L A N D

Swiss Air Traffic Controllers AssociationV. P. R. S., P. O. Box 271CH 1215, Geneva Airport, SwitzerlandC h a i r m a n J . D . M o n i nS e c r e t a r y T . R o u l i n

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 P . D . S . M e a l i n gE x e c u t i v e S e c r e t a r y W . R i m m e rT r e a s u r e r E . B r a d s h a w

U R U G U A Y

Asociacion de ControladoresAeropuerto Nacional de CarrascoTor re de Con t 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

V E N E Z U E L A

Asociacion Nacional de Tecnicos enTrans i to Aereo Venezue laAvenida Andres Bello, Local 78129 Caracas, VenezuelaP r e s i d e n t M a n u e l A . R i v e r a P.S e e r . G e n e r a l V. A l v a r e z . J i m e n e z

Y U G O S L AV I A

Jugoslovensko Udruzenie Kontrolora LeteniaDirekciia Za Civiinu Vazdusnu PlovidbuNovi Beograd, Leniinov Bulevar 2YugoslaviaP 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

9 2

S E C O N D A R Y R A D A R

V I D E O P R O C E S S I N G

F R O M

E L L I O T T A U T O M A T I O N *

Manual and Automatic Systems Featuring

— Digital Defruiting

Active and Passive Read-OutConventional or Alpha-Numeric PresentationModular ConstructionAll Modes - 4096 CodesExpansion CapabilityIntegrated Circuit Techniques

Primary and Secondary Plot ExtractorsInterface UnitsDisplay Drive ComputersCharacter Generators

For further information please contact:

Airspace Control Division, Elliott-AutomationElstree Way, BorehamwoodFlertfordshire, EnglandTel. 01-953-2030 ■ Telex 22777

An English Electric Company

The answer to increasing air traffic confusion is an accurate, comprehensive, automatic and reliable Nav/ATCsystem incorporating a Data Link,Decca-Harco is the only system that can meet thenavigation and ATC demands of both sub- and supersonic air traffic. And only Decca-Harco can provide theflexibility and accuracy that permits close lateral separation of aircraft throughout the route structure.At the control centre the Decca Data Link providesthe controller with accurate displays of the identity, altitude and precise position of all co-operating aircraft,using the common reference of a tiigh accuracy, area

'coverage system. The necessity for R/T communicationIS reduced by the use of two-way Alpha-Numeric messages and routine reports are eliminated, reducing thework load and increasing the reliability of the ATC system

On the flight-deck Decca Omnitrac—the world's mostadvanced lightweight digital computer—provides the^pilot with undistorted pictorial presentation and automatic chart changing. The 'ghost beacon' facility gives^him bearing and distance to any point. Omnitrac alsoprovides auto-pilot coupling and automatic altitude con-lltrol which maintain respectively any required flightpath and flight profile. The ETA meter indicates either timet o d e s t i n a t i o n o r E TA .

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D E C C A - H A R C OMhe comprehensive Nav/ATC systemJhe Decca Navigator Company Limited • London