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    Airport Technology

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    Djokovic Alarcon

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    © All Rights Reserved
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    of 65
    ICA© Official magazine of international civil aviation This new baby — doesn‘t scream. In fact, she has the softest, most gentle voice you've ever heard from a baby her size. For the record she was born Octo- ber 18, in Long Beach. She weighed in at 78,717 pounds, and measured 147.9 feet. And we've named her DC-9 Super 80 (DC to mark her heritage, Super to describe her potential). To give you an idea just how quiet she is, consider this: When she flies, the high-noise area around the airport will be cut to just one-fifth of what it is with today’s comparable aircraft. Her eating habits are just as remarkable. With increased payload and range, she'll offer airlines the lowest operating cost per seat mile of any air- craft in her class—plus the lowest fuel consumption per passenger of any com- mercial jetliner. And if an airline hap- pens to have any of her brothers and sisters already at home, commonality of maintenance and support systems will also help keep her costs down. Her new Digital Flight Guidance System is bound to please pilots, because it makes flying so much easier. This advanced instrumentation also helps certify her for Category IIIA (bad weather) operations so you won't be grounded when it’s cold and wet. She's a beautiful baby, too. The unique wide-cabin decor gives her in- terior an airy, spacious, inviting look. Her seats (three on one side, two on the other) for up to 172 passengers are every bit as wide as those on jumbo jets. We've increased her ventilation and decreased cabin noise levels as well. Our new Super 80. Quite a baby! oe BU ln Ol ER QUIET DC-9 SUPER80 MCDONNELL DOUGL. . fot SS |AIR-A-PLANE Corp. has the Right Tower System for Every Application. The total tower system from AIR-A-PLANE Corp. makes ood sense. Because itis a com- plete package, procurement prob- ems, both now andin the future, are eliminated. And you are assured each individual phase of the system — design, construction, installation, ‘maintenance and training of personnel — will meet your requirements. . eae ‘Thedesign of every AIR-A-PLANE BOY Secegeaiiene crmansane Corp. tower system is field-tested and forlow andintermediate lance orcmergency FAA-approved. Because the systems acti evel pons. operations are prefabricated and manufactured inchouse, they can be shipped any ‘where in the world, and both the strue- tural and electronic components installed ina matter of weeks by specially-trained personnel. AIR-A-PLANE Comp. assumes full responsibility for your tower's com Tiger of the motile pliance with I.C.A.O. and local AWA system, specifications. Both maintenance and personnel-training programs are z flexible, ranging fom minimum Air-A-Plane Corp. Maintenance supervisory crew to training of both and Personnel-Training maintenance and air controller Programs are Tailored To Your personnel. : Requirements. Call or write with your specific tions. ATR-A-PLANE Corp. can respond with the right total tower system on-site and in operation within weeks. air-c-plane zac VOR CORPORATION Jar peanine L USA 23509, 804-622-5761 aie, ote eo TLX-823-417 : : e ‘The le afic Control wer Cab, permancat system for ish att airpors, ‘THE ICAO COUNCIL President DR. ASSAD KOTAITE, Ist Vice-President L.A. HANE 2nd Vice-President F, MAHMUD 3rd Vice-President Dr. F, GRZNAR Secretary YVES LAMBERT ‘Secretary General ARGENTINA. Com. C.A.J. De Blasis AUSTRALIA R.W. Gross BRAZIL Col. H. V. Joppest CANADA S.T, Grant CHINA. Wang Qinwu COLOMBIA Dr. J, Macia CZECHOSLOVAK ‘SOCIALIST REPUBLIC br. F, Granar EGYPT, Arab Rep. of Dr. K.El-Hussainy FINLAND CWE, Calis FRANCE J.-P. Ghuysen. GERMANY, Federal Rep. of D. Bartkowski HONDURAS H. Aleman Gomez INDIA, BS. Gidwani INDONESIA, F, Mahmud ITALY, Dr. A. Sciolla-Lagrange JAMAICA, G.B. Mortis JAPAN J.Numata LEBANON Z, Beydoun, MADAGASCAR JR. Razaty MEXICO, ‘Mrs, M, Prieto Espinosa (Alternate) MOROCCO M.ELAG, NIGERIA 0. Ogunbiyi PAKISTAN S. Ahmad ‘SENEGAL TA. Hane SPAIN L. Meson TANZANIA, United Rep. of Kaunda GMON OF sovier SOCIALIST REPUBLICS VM. Tikhonov UNITED KINGDOM O.1. Green. UNITED STATES. J.B, Downs. YUGOSLAVIA Dr. B. Filipovié JANUARY 1980 INTERNATIONAL CIVIL AVIATION ORGANIZATION IC ‘Vol. 35—No. 1 JANUARY 1980 FEATURES ‘Guidelines and priorities for the design of small domestic airports. 22 ASDE-3: An advanced airport surface detection radar system... 27 /Atspomule iaforiallony data eibejalind dauld Ne iabetoced for world-wide use 3M Personnel licensing in aviation: Why, What and How? ..eeesee ” ICAO develops new pavement strength reporting system... 1 All solid-state beacon-interrogator developed -.... 660000000 44 DEPARTMENTS ICAO News Briefs. 46 Posts Vacant . .. 2 International Mestings—1980 34 COVER: A second Category-II] instrument landing system has been put into service at Zurich-Kloten (Switzerland) International Airport—both are Thomson-CSF model 381s. Shown is a portion of the 25-element array of the ILS localizer antenn: NEXT MONTH: Inaddition to articles on a number of new aircraft now indevelopment, we will include a fully cross-referenced subject index for stories and news items that were published in Volume 34 of the [CAO Bulletin during 1979. Eaitor: Charles D. LaFond Design Consultant: David Feist Ecdtoral Asistent:. Boucher Production Assistant: M. Ciurana ‘Tus ommecrives ofthe Bulletin are to provide a concise account ofthe activites of the International Civil Aviation Organization and 10 feature additional information ‘of interest to Contracting States and the international. aeronautical world. Reproduction in whole or in part of all unsigned material i freely authorized. For rights 0 reproduce signed articles please write to the Editor. Published monthly in English, French and Spanish, COrnaons expnusseo in signed articles or in advertisements appearing inthe ICAO Bulletin are the author's or advertiser's opinions and do not necessarily reflect those ‘of ICAO. The mention of specific companies or products in articles or adver- Uisementé does not imply that they are endorsed or recommended by ICAO in preference to others ofa similar nature which are not mentioned or advertise. [Norice: apverrisers have beea advised that ts preferable to publish advertisement text in te language of each edfion. Those advertisements which do not appear in the language of each edition do seat the insistence of thet sponsors. ALL CORRESPONDENCE should be addressed 0: The Editor, ICAO Bulletin, Public Information Office, International Civil Aviation Organization, P.O. Box 400, Suc- cursale Place de Aviation internatosale, 1000 Sherbrooke Street West, Montreal, Que., Canada H3A 2R2. Telephore: (514) 285-8222. Published in Montreal (Canada). Second class mail registration number 1610. ‘Sunscuirrions: USS15.00 per year (by surface, US$20.00 per year (by air) The most advanced business jet in the world Cessna Citation IH [ASTM an atnew business jet flew for the first time. The flight was a milestone. Because Citation III was the first entirely new American business jet since 1969 Citation III takesadvantage of new technologies—advances that weren't available cen years ago. + New, more efficient wings, + New and stronger methods of construction. + New engines that are quieter —and use much less fuel. Most of today business jets use some of these advances —in modified versionsof existing older planes. But the only way t take full advantage of them is to start with a totally new design. That is what Cessna did with Citation III. It is one of the important reasons why Citation Ilfis the most advanced business jet in the world, The first efficient high formance jet Citation III is the most efficient business jet ever built. It will carry more passengers farther on Jess fuel than any other. Thirty- five passenger miles per gallon, No other business jet comes close. Citation TIT isalso very mucha high performance jet. Look at the figures. Cruise speed is 540 mph (Mach .81). Climb: t041,000 feet in only 18 minutes. And Citation TTT can continue up to 51,000 feet. Strength vs. weight Every cime a business jet gains one pound of extra weight, its designers have to figure on two fifths of a pound of extra fuel to *The las altnew American busines jet frst flow September 15. 108 That plane ae (Cessna fits Caton fly it and an extra half pound of structure to support it. That's why Cessna engineers specified a proven combination of conventional construction, advanced composites and adhe- sive bonding for Citation III. The result: significant weight savings. Older planes—using older construction systems—require more weight to get the same amount of strength. As a result, other jets Citation’s size are heavier and far lessefficient. First to fly routinely at high altitudes Some other jets will reach high altitudes. Citation II] is designed to operate there. Citation III can climb direct to higher altitudes than any other business fanjet. It doesn't have to climb slowly in steps to get above 43,000 feet. And Citation IIT will fly at 51,000 feet. No other business jet ilies higher. So Citation III can fly roudinely at flight levels most other jets will rarely, if ever, reach. The reasons: Advanced aero- dynamics— including a super- critical wing developed by Cessna engineers working with NASA and a new high altitude version of the Garrett TFE-731 engine. ‘The advantages: Fuel savings. Greater comfort (high above most weather). The chance to save an hour or more on trans- continental flights by taking best advantage of the jet stream. And a non-stop range of up to 3,000 nautical miles Intercontinental cabin Some jets with the endurance to cross oceans lack the cabin space to make the flight endurable. Citation III is the first ef of reasonable size, y intercontinental cabin, There's room for up to 13 passengers, Extraordinary room, for seven to nine in the typical executive configuration. ‘There's stand-up headroom, A cabin fully 18 feet in length. So passengers on longer flights will have the room to stretch their legs. talk privately, and move around the cabin. ‘The lavatory is a private, full~ width cabin—with standing head room, The bags are out of the way in a separate compartment of their own that holds no fewer than 40 standard-size suitcases. ‘Taking the time to do it right Designing a business jet from seraich is vastly moré expensive than modifying an old one. And more time consuming too. But at Cessna we've taken the time to do it right. First flight was May 30th. Certification is under w: first deliveries are scheduled for 1981. To stay informed call J. Derek Vaughan at (316) 946-6056. Or write him at Dept, IC1, Box 7706, Cessna Aircraft Company, Wichita, Kansas“ 67277. Mexico opts for AEROPP II One of the world’s most advanced message and data switching systems, the Philips AEROPP Il, has been ordered by the Mexican Ministry of 'Communications for installation in the Mexico City centre of the Aeronautical Fixed Telecommunications Network - AFTN Initially the processor-controlled AEROPP Il system, which replaces an electro- mechanical ES2 exchange supplied by Philips in 1968, will automatically route 250 lines linking the Mexico City centre with national and international AFTN centres as well as with meteorological stations and airline offices throughout Mexico. Two direct lines to the United States will follow; one to Chicago for ATA/IATA traffic, the other to the U.S. Weather Message Switching Centre in Kansas City for meteorological data commu- ‘nications. AEROPP Il Is based on the highly successful DS-714 hardware, of which more than 40 are in service in switching centres of public, private, meteorological and aeronautical communica- tion networks the world over. PHILIPS JANUARY 1980, This track record, plus AEROPP II's ability to handle the Centre's predicted traffic require- ments for a minimum of ten years, were largely responsible for its selection. Furthermore, AEROPP II will enable the Centre ta supole- mentits current functions with CIDIN operation, telex-date interface facilities and a range of other services as and when required. When AEROPP II becomes operational at the end of 1980, Mexico City’s position as the key AFTN centre between North and South America will be firmly established. Philips is proud to help the Civil Aviation ‘Administration of Mexico to set the pace. Philips Telecommunications, P.0.8. 32. 1200 JD Hilversum, The Netherlands. The technical leader in people moving sustems. Britain takes a stand on airport congestion: “We won't have it? “That's why we're expanding London’s Gatwick Airport. And that's why part of the expansion will be a Westinghouse airport people moving system. With a Westinghouse system, the flow of people through the aiyport is better. The airport is more efficient. “Westinghouse has proven they can do it in the U.S. Their systems have already transported 140 million passengers. Gatwick will be the sith airport system they've built. “Proven technology. Proven experience. Proven success. ‘That's why Britain is making ts stand, Against airport congestion, And for Westinghouse people moving systems: For more information, contact: pe ‘Tom Merrick, Manager, Business p92" Development, Westinghouse Transportation, 2001 Lebanon Road, West Mifflin, Pa. 15122 USA. Phone: (412) 256.6707. @) Westinghouse transportation Division ICAO BULLETIN IHN RRED (Ny | Total ATC Systems—NEC CoCr Se ae Ne CADE edt kp SF LE RR TRY TRONS Sar ROR ERE ay ote ate atece awe = OF COURSE YOU KNOW ALL ABOUT AEROCOM NON-DIRECTIONAL BEACONS MU eau} that they are superior in construction! Se aaa iae eld Teen Mur aca RMU Ramet s ta) te eens Ertan You know from flight personnel A cura De eee psec eM urea ut} ee aaelacitl Shown here is the AEROCOM SEU e eae hwess A enemy weer ety either a single or dual eos aca T Detter ae ocala Colt leregne toi What else can we tell you Ne rau ae SOM IDEN CS Cea gee nie td 305-448-6503. Or, ask one of our Ce ea eect) Eco eee Rete Miele Industry for over 30 years AEPROCOM MEANS HANDCRAFTED 0 SOUTHWEST 37th AVENUE + MIAMI, FLORIDA, TELEPHONE 305-448-6503 Your ups and downs are our business Plessey integrated display systems, data proc meteorological radar techniques, primary and secondary surveillan electrical and electron radars, instrument landing systems and message switching and software systems. navigational aids all contribute to si the ups and downs of the ATC busine: labelling, are giving the controller the information heneeds in clear uncluttered form so that his electronic systems decision making is made that little bit easier. That's, PLESSEY RADAR what we call prc 8. stems for air traffic control; Unequalled... —— No other feederjet being built today meets the needs of the 1980s with the operating economy, | maintainability and environmental | acceptability of the | The four low-consumption, high-bypass engines supplied by Avco Lycoming give the British Aerospace 146 an unequalled combination of profitability, operational flexibility and reliability, with noise levels less than twin turbo-prop aircraft The small, lightweight engines a easly serviced by replacement of ‘with savings in both east and » ‘The engines and engine-dtiven ‘working height Unequalled in its range of asrospace programmes MURCRAFT GRAM vingson-ypor-Th At Wilcox, we've been training we dedicated our newly NAVAID maintenance and support modernized facility you see here. peopie (or more than 15 years It's more than basic technical Not just on the theory of operation, NAVAID instruction . it's but with complete "hands-on thorough and complete product instruction utilizing actua! operating support for your navigation equipment. electronios. Response to our Academy When you consider expanding or has warranted expansion beyond updating your airport or airway our original expectations electronic NAVAIDS, remember And in 1978. one thing take product support seriously. Wilcox Electric, In. 1400 Chesinut Kansas City, Missouri eai27 USA (B16) 281-0700 Cable: WILCOLEC Tolox: 042258 ATHROP WILCOX COX Garrett's new Fe Cia seit p cyel (oy have landed! From the world’s leading manufac- turer of emengency locator beacons for downed aireraft and military personnel comes the last word in air traffic control commumications Precnicl Garrett's new single-channel SNe Caen erected Designed fo meetall ICAO opening tele Uren SS nto next century, both models have already been selected by the Cana- dian Ministry of Transport for installation in air traffic control CeO Feo esa Garrett's state-of the-art circuitry offers exceptionally clear signal Rewer testntinchccce sistant ity RoI CsRO nee SV Tren Me uae Eee puts all controls and functions liter- ally at your fingertips. Ree on nea trod ere tesa Saco Roe aera get ee Renee uty unique front-panel fault isolation capability and full plug-in modular design, you can pinpoint and correct GARRETT AIR TRAFFIC CONTROL RADIOS cg eu ER ate acs Sophisticated? Yes, But above all, Peeie iets e era tc mitter and receiver are designed for installation in standard 19-inch equipment racks. Both units ean be supplied for either 120 or 240 VAC Perce Wor nuns automatic switchover to 24 VDC Regia Briere ge as G-2000T and G-2000R can fit into Rotate Cotas cations plans, write: Garrett Manu- facturing Ltd. 255 Attwell Drive, EMO Teen VOM 5B8.Or call: (416) 675-1411. = Siete 2) THE PIPER SENECA I. YOU CAN COMPARE IT TO THE CESSNA THAT COSTS $2,000 MORE IF YOU WANT. WE'D RATHER COMPARE IT TO THE CESSNA : THAT COSTS $57,000 MORE. as Since the Cessna Skymaster is a push-pull and the Piper Seneca Ilisn't, theres frankly no point at all in comparing the two. The only Cessna that comes close to 4 $147,000 equipped Seneca is « $204,000 com- parably equipped Turbo 310R. But are we actually thinking of comparing «$147,000 airplane to one that costs $204,000? We certainly are. For $57,000 more, the Cessna gives you a cabin that seats six. ‘The Seneca also seats six. And seats them in ct space that’s nearly two feet longer. For $57,000 more, the Cessna flies you $00 nautical miles only 23 minutes quicker than the Seneca. But to arrive 23 minutes ‘sooner, you burn 25 percent more fuel. For $57,000 more, the Gessner takes you toa rare height— 27,400 feet. While the Seneca takes you to a no less rare 25,000 feet. For $57,000 mere, the Cessna Jets you carry 1629 poundsof use: ful load. While the $57,000 less expensive Seneca has a useful load limit only 148 pounds lighter. ‘And there's more. The Cessna can be equipped for icing and dill-weather flying. But so can the $57,000 less ex pensive Seneca, The Gessna has a rear bag- gage door. While the $57,000 Jess expensive Seneca has a teat baggage door and a large rear passenger door Given differences like these, is there any question at all why the Seneca Ilis the largest eell- ing twin in the world? : Or why the Skymaster and the Turbo SI0R aren't? We didn't think so either For more information, see your cuthorized Piper Dealer — listed ip the Yello Pagess-ot vntie Piper Aircraft Corporatio Lock Haven, Pa. 17745, Chubb Fire Fighters PATHFINDER PATROLLER PROTECTOR ~familiar and reassuring sights —_ at alrports worldwide, Designed and purpese built to the highest iddlesex, performance levels recommended by ICAO, Chubb Fire Vehicles fulfil the fire protection need of airports of all categories Chubb Fire Vehicles, Always ready for instantaction. Security Ltd, _— | ‘ChubbFire ICAO BULLETIN Without Cable & Wireless, much of the woric's aviation industry simply wouldnt get off the ground. Our Airports Services Division provides a comprehensive range of communications systems and other special Facilities for airlines and civil aviation authorities all over the world, including airports as far apart as Heathrow and Hong Kona, Schipol and Mahé. Complete systems Everything from radio links toload control, from radar and navaids to passenger check-in, from. computerised message switching tocontrol towers and airfield lighting- if it's aviation communica- tions, Cable & Wireless is involved. hn Over 70 countries But our involvement in communications goes far beyond aviation. Ourspecialist teams operate in over 70 countries throughout the world and, with cover 30 earth stations to our credit, we're the biggest single user of the Intelsat space system. Unbiased advice IFyou've gota communications problem of any sort, it’s probable that we canhelp. And, since we're Not tied to any one manufacturer, our advice willbe totally unbiased Our Airports and Airlines brochure will show you what we can do. Send for it now-and give yourself a flying start. =") Cable & Wirel helps the world communicate. cable & Wireless ita Dept. ICA, Mercury House, Theobalds Road, London WC1K BRX Tel: 01-242 4433 Telex:25181 ‘Seeing’ to the future of Changi Airport Singapore's position as an important junction for cess fight plan data for up to 300 flights simulta- air traffic in the Far East will soon be considerably neously while monitoring as many as 200 aircraft at strengthened by two highly advanced aviation sys-_the same time. tems at Changi International Airpor Airport safety and efficiency will be enhanced by LORADS, a long range radar and display system, a high-definition ASDE, airport surface detection will enable Changi’s controllers to ‘see’ all air traffic equipment, featuring daylight viewing radar displays. within a radius of 250 miles and up to an altitude ‘This installation will enable Changi’s ground move- ‘of 80,000 feet. The controllers will also be able to pro-- ment controllers to ‘see’ all runways, taxiways and PHILIPS TCA BULLETIN airfield constructions, as well as al! moving and stationary aireraft and support vehicles...even when normal visibility is restricted by heavy rainfall, ground movement control are but two examples of how the technological resources within Philips are directed to meet the stringent demands for safety and efficiency in modern aviation. Here are some more. Designed and supplied by Signaal, a Philips company, these installations will ensure that Changi International Airports able to meet an estimated ‘throughput of 220 planes per day by the 1980's, Advanced electronic systems for air trafficand Approach lighting: A complete Cate- gory ITA.LS. (approach lighting system) ‘and a Category ILLS, instrument land. ing: system) are being installed at Bulivin’s EI Alto International Airport ia LaPaz, 4000 metres above eeu love. Philips are algo supplying similar, Category! approach lighting and instrument Janding systems for Bativias other main international air port, EI Trompillo, in Santa Cruz. Airport security. Philips Dynafuor X-ray inspection system isin service at many busy airports in the USA and Europe, Extremely versatile, itis available In four configurations: for rapid inspection ‘of hand baggage; low volume passenger boarding with side or top loading of bag. ‘gaze; low-4o-smedium boarding with con- voyorised baguaue loading, and asan auxiliary standby or for peak periods at major airports, Dynalluor employs bist definition X-ray fuoroscopyandishazard- ‘ree in respect to both pperatars and Daguage content, Write for the brochure “Philips in Aviation” to: Philips Industries, CMS.D.1Q IIl-4, Room53, Eindhoven, Holland. Ortelephon Athens 9215311, Brussels 2191800, Copenhasen 01-572222, Dublin 693: Bindhoven 703833, Hamburg: 2812348, Helsinki 17271, Lisbon 68 London 8364360, Madrid 40 42200, Milan 6994371, Oslo 463890, Stockholm 68.5000, Vienna 62914) ext 471, Zurich 43221, Ortelex: 5I121-PHTC-NL/CMSD Advertsing, Bindhoven, Holand, JANUARY 1980, Eurocontrol. A major contract to repluee the complete radar display system in the ATC centre near Maastricht hhas been awarded to Sigmaal, a Philips ‘company, by Burope's air traffic control ‘rganisation. Some 48 bright daylight displays and 80 electronic data displays along with keyboards, touch input devices, munity centres. The domestic air service therefore becomes a vital link in the inter~ nal transportation of the country. ‘The airports serving these communities are invariably small, very often handling rng more than one or possibly two flights per day operated by the national domestic, airline, and, because of the low traffic de- mand, they are served by turbo-prop tyPe aircraft, The revenues from a small domestic airport of this type aze virtually nil; consequently, they become a financial liability to the government, whose prime interest is to keep initial capital invest ment and future operating and maintenance costs to an absalute In a country where the domestic route network is extensive, the investment and ‘operating costs for the total domestic system can be as high, and are sometimes higher, than the costs associated with the country’s single international airport. Whereas considerable time, money and effort are usually devoted to the planning of the latter—which is justified because it 2 Guidelines and priorities forthe design of small domestic airports Despite cost limitations which so often prevail in developing countries, minimum requirements to support such operations can be met without forfeiting recommended design and safety standards... For developing countries, airport investment must be commensurate with need. Shown isa ¢ypical smal! terminal building with integral contro! tower intended for domestic ‘services and suitable for handling 50 passengers at peak period. also produces the bulk of the country’s income from aviation, domestic airport development comes low on thelist of na- tional development priorities Asa result, the design of a new airport or expansion of an existing airport is dic- tated very much by financial constrains, 2 limitation not always consistent with achieving minimum ICAO standards, ‘which are sometimes overlooked in the in terests of economy. It is also unfortunate- ly true that when such funds do become available for domestic airport develop: ment, they are very often spent unwisely and development priorities are incorrectly assessed, Therefore, I intend to examine in more detail the particular characteristics of a typical “‘small domestic airport” and endeavour to establish design guidelines and priorities for the minimum facility re quirements needed to support this type of an operation, atthe least cost and without forfeiting minimum recommended design and safety standards Airport development requitements Once the requirement for an airport has been established, the first task is to ascer. tain the size and scale of the facilities needed to handle the traffic. At a new small domestic airport, the requirements for most of the facilities (with the possible exception of the passenger termina) are iseetly dependent on the type of aircraft that the domestic airline proposes to ‘operate. The basie physical characteristics Of the airport, such as the runway length, pavement strength, apron size and fire protection category, willall be dictated by the requirements ofthis aireraft. Demand forecasts are required to deter: ‘mine the potential passenger traffic ICAO BULLETIN volume to give an indication of (a) the ex- tent of the air service to be provided by the airline and the likely growth of this traffic in the future, and (b) the aircraft passenger loads, which are required for the design of the passenger terminal building. ‘The estimation of passenger demand at a new airport location which has had no previous history of air travel isa difticult exercise, However, some indication of the potential traffic can be obtained by com- paring economic parameters, such as Gross Regional Product (GRP) or Population Against Air Passengers, for existing airports in other parts of the country with the GRP or Population/ Passenger statistics of the location under study. Projections will have to be adjusted 10 allow for particular local conditions which could influence the figures. In any ‘event, the preliminary figures should be treated with caution and air services started on a modest scale. ‘Typically, plans for the new air service might be based initially on two or three operations per week which, if they prove successful, could later be increased 10 one flight per day. With further traffic growth, the service could be increased correspondingly—e.g., to 1wo flights per day, and so on. This type of growth pat- tern, whereby increases in passenger de- mand are taken up by augmenting the service using the same aircraft rather than changing to a larger aircraft type, is more practical in the early development years because it provides better, more regular service for the public; the airline does not need fo obtain a larger airerafi, and the airport does not require expansion. ‘Assuming this scenario, then a new ort designed initially to handle a single operation of a particular aircraft can ac- commodate a considerable amount of traffic growth before any major facility expansions are necessitated. Unfortunate ly, this implies that at the start of opera- tions, and possibly for many years, the port facilities will be underutilized. ‘Site selection import The siting requirements for a small domestic airport are basically the same as those for a much larger international air- Port, the principal difference being in the scale of the facility. It is important to remember that a new airport in an area not previously served by aviation could develop in several ways. Because there is no historical base for the traffic projections, they are likely to be JANUARY 1980 unreliable and the new airport could either grow rapidly, continue for years at the same traffic level or be discontinued from service completely as other modes of transportation are improved. Consideration must therefore be given at this time to likely long term potential of the airport. It may, for example, be pru- dent to include adequate land for future runway extension and installation of ap- roach ing the initial land acquisition requirements. And, the possibility of upgrading from a first- phase non-instrument operation to an instrument-runway capability, which can have a big impact in the overall width of the airport land required, should also be evaluated at this preliminary stage. Convenience for the public is most impor- tant for the small domestic airport and the selection of a site located no farther than 15 kilometres from the town centre should be the objective. If, however, the airport is to serve more than one com- ‘munity area, a central location conve- nent to both might be more suitabie, Generally speaking, noise is not a major problem for an airport of this lype which ‘will usually only be handling a maximum of two or three turbo-prop aircraft flights, per day, To keep access-road costs to a minimum, the airport if possible should be located ‘within easy reach of an existing main road. Proximity to existing utilities such as electricity, water and telephones is also. fan important factor in the site choice. ‘Since these utilities are often installed alongside a main road, both objectives ‘can sometimes be achieved with such a location Estimated terminal-building area needs based on maximum expected totals of arrival and departure passengers (passenger-to-visitor (square metres) Lounge/waiting x area 75 00 150 Rostaurant and kitchen 6 0 7 Arrivals area 30 80 75 Airline office 1% 2 25 Airport offices 60 8 75 Lavatories 309040 Total area 225300 440 ‘Obstructions and aircraf? hazards have to bbe avoided in the site selection. In this case, at least the minimum criteria specified in ICAO Annex 14— Aerodromes for the particular runway ‘code letter and type of operation should be satisfied. Again, itis a wise precaution to adopt the most demanding code stan- ards whenever possible. ‘Other items that can have a major in- fluence on the construction costs include soil conditions at the ste, the opography of the land, drainage and availability of suitable construction mat Standards selection critical ‘The minimum requirements for a small domestic airport obviously are a runway, anarea for parking aircraft and a taxiway ‘connecting the two. Fire protection up 10 the level dictated by the design aircraft size, as recommended by ICAO, also should be available. If the airport is to handle passengers on a scheduled basis, then a passenger building, will be required. A control tower or room for air/ground communications should also be provided. Other airport facilites also may be desirable at particular loca- tions, depending on the individual cir- cumstances of the airport (see Figure 1). The runway basic length required at a particular location is dictated by the air- craft performance characteristics, ad- usted as necessary for operating condi tions atthe airport site. ‘The next stage in the design process is and it is often at this early stage in the planning of a new airport that many incorrect judgement decisions are made. These could turn out to be costly ‘errors in the future when it is required to upgrade the airport. Nevertheless, a deci- sion has to be made as to whether to adopt the minimum recommended ICAO criteria for the stipulated runway code let- ter, oF whether to adopt higher standards so that future expansion will not be in- hibited. In general, the adoption of higher stan- dards will involve greater costs. When new airport is being developed in a vir- tually unproven. market with uncertain potential, the temptation of the designer (to keep costs 10 a minimum) is to select the least figure acceptable by the stan- dards. This is not always a wise decision, inthe long term. ‘The design and layout standards recom. mended by ICAO can be divided into two broad groups. In the first are those stan- dards that pertain directly to the physical 1 Terminal Building 2 Fire Station 3 Cargo 4 Apron 5 Texiway 6 7 8 9 Runway Graded Strip Instrument Strip Property / Fence Line characteristics of the facility—i.e., run- way and taxiway widths, pavement strengths, eic. The second group includes those criteria that do not impact directly fon the physical size of the facility, although they may have an indirect in- fluence. These include such items as run- way and taxiways slopes, separation distances, and approach and take-off ‘clearances for obstacle limitations. Items in the first category will definitely ‘add to the initial development cost and fare consequently probably not justified for inclusion in the first phase of develop- ment, especially since the facilities can be readily extended or upgraded in later phases if required, It is often possible, however, to ac the standards of a higher runway code in respect of criteria in the second group at little or no additional cost, in which ease the higher code should be adopted from the outset, Conversely, the selection of a site which satisfies the obstacle limitation surfaces of a first phase lower code runway, but not those of a higher code runway, could permanently inhibit the future develop- ment and upgrading of the airport. Wherever possible, it is desirable, therefore, 10 attain the most stringent Code A runway standards for these critical criteria, ‘A more difficult choice occurs in the borderline cases, where the provision of a higher standard than that initially needed does add 10 the first phase development cost, but which if not adopted in the first phase could result in considerably higher costs in the later phases of development. ‘The risk that has to be taken in this case is that if the forecasts are not attained the ultimate development may never be realized and the added initial cost would have been unnecessary. A good example of this, and a common problem for the esigner of this type of airport, occurs with the adoption of instrument runway strip widths and runway/ taxiway separa- tion standards for the design of a non-in- strument runway airport. The choice of a higher standard will have the effect of almost doubling the total land-area re quirements and increasing the length of the ink taxiways, Decisions of this kind can only be made fon a case-by-case basis because they de- pend on the traffic projections and the Jong term development potential of the town or region. The availability and cost of land is also vital factor. As a general rule, however, the extra land required for fan instrument runway strip should be ac- uired at the initial development phase, since it can always be resold later if itis ‘not required As already mentioned, the basic dimen- sions of tie runway are dictated by the aircraft type. Other features should in- clude aircraft turn-around areas at each runway end, since for the scale of oper- tons anticipaved a parallel taxiway sill in all probability never be justified, For the same reason, a reduction of the pavement thickness requirements over the central portion of the runway, as permitted by Figure 1. Practical design for a small airport intended for domestic air services some pavement design methods, also is not justified in these circumstances because aircraft will be using the runway for taxiing. For runways where a 45-m width is dic- tated, savings in the pavement cross-see- tion can be made by adopting a “keel” section design for the outer 7.5-m edges of the runway. Such a saving cannot be made, however, for runway widths of 30 mor less or at the runway ends which are used for aircraft turn-around, The minimum requirement for taxiways is a single link bewween the runway and parking apron. This connecting taxiway, centrally positioned along the runway, will in most cases be adequate to handle the traffic anticipated at the airport for ‘many years. It may be augmented at a later date by a second link taxiway, to provide improved operationat flexibility, as traffic increases and the parking apron is expanded to two and more positions. ‘The length of the link taxiway is dictated by the separation requirements between the runway edge and apron/taxiway edge, which depend on the runway category selected. Since this dimension also defines the location of the parking apron—which in vurn fixes the building line, it is erica. Effectively, the adoption of instrument runway standards doubles the taxiway length from 75 m to 150 m; however, the additional cost of providing this greater length is small in comparison to the total airport development cost and is normally ‘more than justified by the safeguarding. ICAOBULLETIN of a long term expansion potential 10 upgrade to an instrument-runway capability, Parallel taxiways do not become necessary until the runway movements reach about 15 per hour. High speed taxi- ‘ways are not warranted at movement rates below about 25 per hour. Neither of ns is ever likely to oveur at anairport of t Minimum requirements for the parking. apron are to accommodate one aircraft position sized for the design aircraft. To obviate the need for aircraft towing ‘equipment, the position should be de- signed for the power-in/ power-out mode of operation. The aircraft parking at- titude will depend on airline preference ‘and engine blast; but, for a single aircraft position where blast on adjacent aircraft is not a problem, the parallel positon of- fers better passenger convenience. ‘The location of the airside edge of the apron depends on the runway-edge/ taxiway-edge separation requirement. In defining this distance, account should be taken of any possible future runway widening, from Code C to Code B for ex- ample, ‘The landside edge of the apron wil be dic- tated by the aircraft parking requirements in the first phase. It is most important to remember, however, that any future in- crease in the overall apron depth will have to be accomplished in a landside direc- tion, since the location of the airside ‘apron edge is fixed by the minimum separation dimension. Such increased depth could be required either to. in- corporate an apron taxiway on the ai ide, which will be needed if and when the apron is extended to two or more posi- tions, oF to accommodate a larger aircraft ype. ‘The distance between the landside edge of the apron and the terminal building in the first phase therfore should anticipate future requirements. It should also allow space for parking apron equipment, such as passenger steps, and a landside access route for baggage trollies and other vehicles which may be needed in the later phases of development, Most turbo-prop aircraft and some turbo- Jets today can operate quite satisfactorily from unsurfaced pavements. These, of course, can be constructed at the least cost. The cost of maintenance of an un- surfaced pavement is high, however, and regularity of service cannot be guaranteed, Surfaced pavements therefore are preferable wherever a scheduled air service is being provided. JANUARY 1980, For an airport of this type, the pavement surface normally selected, principally for reasons of economy, is of flexible con- struction, This type of pavement is more upgraded or strengthened in the future than conerete pavement and, in less developed regions, is preferred on the grounds of availability of materials and. ‘equipment and of familiarity with con- struction methods. ‘The principal advantage of the alternative concrete pavements is their resistance 19, fuel spillage; for this reason, they are usually specified for aircraft parking aprons and sometimes runway ends. However, aircraft refueling usually does not take place at most small domestic air- ports, in which case this advantage does not apply. If the new airport is to be used by jet air- craft with high tire pressures, then the asphalt wearing surface should be com- prised of a hot mix asphaltic conerete. But, for turbo-prop aircraft, an asphalt surface treatment will be cheaper and uite satisfactory. Pavement markings should be provided im accordance with recommendations specified in Annex 14. Drainage requirements depend very much ‘on the topography and climate of the port location. To keep costs to a minimum, they should be as simple as possible. Normally, drainage of the runway and graded strip, 7 m each side of the centre line, is best accomplished by means of ‘open channels running the length of the runway along the outer edge of the strip. Providing that gradients are not exces- sive, these can be unlined, Drainage of the parking apron can be accomplished in the same manner by sloping the apron away from the terminal building. Culverts, manholes and other drainage structures should be incorporated only when absolutely necessary. Where area surveillance by airport per- sonnel is not usually warranted, a perimeter fence encompassing the entire airport property is essential to maintain, security of aircraft operations and airport property. ‘Terminal building design important Although a passenger terminal building is not essential for aircraft operations, a building to provide shelter for passengers and cargo as well as accommodation for airline and airport managerial staff is considered an important prerequisite for any airport handling regular scheduled passenger services. The design of airport passenger terminal buildings is normally based on the peak hourly passenger volumes which are derived from the passenger forecasts. ‘This design technique is not strictly ap- plicable to the small domestic airport, however, because of the scale of opera tion at such facilities. For the small air- port handling no more than a single ‘operation of an aircraft at any one time, the “busy period’” for purposes of design is dictated by the arrival and departure of this one aircraft. In the typical case where refueling does not take place, the aircraft turn-around time is approximately 15 minutes. During. this period when the aircraft is on the ground, all departure passengers and their friends plus all arrival passengers. and their greeters are in the building. This, therefore, represents the busy period at the airport. ‘The building designed to handle this operation should be unsophisticated, casily maintained, providing only the basic necessities to ensure passenger com- fort and the performance of airline pro- cessing functions see Figure 2). It should Include the following features —a lounge! waiting area for departure passengers and visitors, — Iavatori =a check-in area for passenger and baggage processing, 9 | 7 1 Entrance / Exit 2 Public Lounge 3. Check-in 4 Restaurant 5 Kitchen 6 Airport Menager Offices 7 Aislin Offices Fa EXPANDED BUILDING operations. in desks and a second departure gate, and the addition of a new arrivals section on the airside of the building. The Atlosoy ool > [Jee BASIC TERMINAL BUILDING 2 1 uy a toy 4 8 Baggage Claim 3 Toilets 10 Concessions => Passengers D) Bassese This Category-3 airport fire station is suitable for turbo-prop aircraft restaurant, offices and lavatories can be readily expanded as required. The only other building that could be classified as essential for a small domestic airport is the fire station. This building should be adequate to accommodate the fire-fighting vehicles as dictated by the aircrait category. (ICAO Airport Services Manual, Patt 1—Rescue and Fire Fighting), under cover, with sufficient space for a small office and fire-equip- ment storage, ‘The building should be located $0 as to achieve optimum response times to all areas of the airport. Usually, a location, adjacent to the terminal building, facing ‘onto the aircraft parking apron, satisties this requirement ‘Other facilities cau be added The foregoing are considered the minimum facilities needed (o satisfy the operational requirements of a small domestic airport. Depending on the par- ticular airport circumstances, however, additional facilities and services may be judged to be necessary: terminal-buildin ‘car park, airerait refueling facility, cargo building, equipment maintenance building, airport maintenance building, catering building or aircraft hangars, In the initial development and for many years, operations will in all probability take place during daylight hours. Airport lighting, therefore, is not considered an essential requirement for a small domestic airport If, however, night operations: are an- ticipated, then simple approach lighting, VASIS and medium intensity runway lighting, together with taxiway edge and apron flood lighting, should be provided in accordance with the recommendations of Annex 14 a ICAO BULLETIN by Carl E. Schwab Vice-President, Research and Development ‘and David P. Rost Manager, Advanced Programmes Carcion Electronics Division General Signal Corporation (USA) ‘THE ASDE-3 (Airport Surface Detection Equipment) represents the latest developmental effort in high resolution radar for monitoring ground traffic (air- craft, tucks, cars) at busy airports under all weather conditions. Considered the next generation of surface detection radar scheduled for use at United States air- eel ports, the ASDE-3 is expected to provide improved safety, to increase airport capacities and to reduce aircraft delays resulting from expanded air traffic and adverse weather operations. Cardion Electronics has designed and developed the new system under a con- tract with the Transportation Systems Center (TSC) of the U.S. Departmen: of Transportation and sponsored by the Federal Aviation Administration (FAA), ‘The initial ASDE-3 system was installed by Cardion in August 1979 at the Na- tional Aviation Facilities Experimental Center (NAFEC), which is operated by the FAA in Atlantic City, New Jersy. This radar system is presently undergoing testing at NAFEC by both the TSC and the FAA. Testing is expected 10 be con- cluded later this year We believe that significant advances and improvements in the system's antenna design and electronic data processing capability have been achieved that will provide the air traffic controller with the reliable inputs necessary for surveillance and quick decision-making under all adverse weather conditions (snow, fos, rain) at an aerodrome. Among its unique design features are a rotating radome, & special variable focus horn-fed dish antenna, a pulse-to-pulse frequency-agile transmitter and associated receiver, a “Smart” STC (sensitivity time control) provision to compensate for attenuation through rain, and a display enhancement In addition, we also have developed 2 digital scan converter system, not present ly being evaluated or tested at NAFEC, to be used with the ASDE-3. Future ASDE-3 systems will include the scan converter with a “BRITE” 16-inch (40-centimetre) Video display. Rotating radome sheds precipitation Older, conventional-type antennas rotating inside a fixed radome have created a number of problems. Among these are their large size with associated hhigh wind loading; high radio-frequency attenuation and degradation of circular polarization during precipitation, due to surface water film oa the radome; high antenna drive power, because of air tur- bulence inside the radome; plus vibration and excessive tower cab noise, To help solve these problems, the ASDE-3 Rotodome was developed—a saucer shaped aerodynamic enclosure that rotates at 62 revolutions per minute along. with the revolving antenna inside. The cenclosure’s curvature is designed to spin off any surface accumulation during rain, fog oF snow Built-in heaters protect the Rotodome against icing conditions. Resultant skin attenuation is almost the same as that ex- perienced with a dry radome. Because it turns with the antenna, the Rotodome is much smaller than a com: 2 This ASDE-3 subsystem isan engineer. ing modet now under test at NAFEC. The cabinet includes the ransmitter/receiver rack lef arid maintenance control rack (righo. parable fixed radome since its 18-foot (5.5-m) diameter is barely larger than the antenna reflector itself. The Rotedome's surface and shape permit a significant decrease in drive motor power, while a “toothed” belt drive system insures smooth, vibration-free, quiet operation, Rotodome maintenance is minimal, with ICAO BULLETIN access hatches for inspection of the in terior and easly replaceable drive belts The ASDE-3 antenna is a specially designed variable-focus, horn-fed dish with significantly improved performance ‘over conventional casecant or cosecant. squared type beam shaping, particularly fon high towers at short range. Per formance specifications cover tower heights from 15 to 90 m. The antenna is fully protected inside its Rotodome, with wind and rotational stresses kept to a ‘minimum. Antenna beamwidth is less than 0.25 deeree, giving excellent azimuth, resolution atall ranges. The ASDE-3 Rotodome, antenna and pedestal were specifically shaped and signed for use of lightweight material ‘This feature allows the system to be in- stalled on top of the control tovver, mak- Ing its operation concentric 10 the con- troller, It also eliminates high construc tion costs required to build a new free standing tower to support a heavier system, JANUARY 1960, Detection high, noise low {In utilizing pulse-to-pulse frequency agil ty the ASDE-3 transmitter represents a significant departure from conventional ASDE designs. ignal-to-clutter ratio, as opposed to signal-to-noise ratio, is the ultimate limitation on detection during precipita- tion conditions. High transmitter power cannot singly improve detection, since clutter return increases proportionally along with desired signal returns. Frequency agility reduces build-up of precipitation return signals and allows a7 to 10 decibel improvement in signal-to- clutter ratio after integration on the display. As a result, transmitter power ‘ean be kept to a low 10 kilowatts peak, providing simplicity of design, higher reliability and ease of maintenance. ‘The transmitter output stage employs a long-life traveling wave tube operating at 15.7 10 16.2 GHz, a frequency band selected for good overall system precipita- tion performance. Transmitted pulse width is 36 nanoseconds, giving excellent range resolution, ‘The ASDE-3 frequency-agile receiver tracks the transmitter on a pulse-to-pulse basis, The 818-MHz intermediate fre- quency was chosen to allow’ improved filtering of the image. Total system image rejection is greater than 50 dB, The receiver front end utilizes a state-of-the- art GASFET r-f amplifier for a low noise figure of 7.0 dB. Sensitivity time control (STC) cireuits in the ASDE-3 system are of improved design, Reflectors placed at strategic loca- tions throughout the airport provide reference returns which are sampled on & scan basis. Precipitation falling between these reflectors and the radar cause changes in reference returns which, after processing, result in receiver sensitivity changes as a function of azimuth and range. This adaptive (Smart) STC insures full carget detection with clutter suppres- sion, regardless of weather conditions throughout the airport. Scan conversion provides flexibility A scan converter is utilized to convert conventional azimuth/range data into a ‘more convenient X-Y format for video presentation. The TV displays allow high- brightness observation while the scan converter memory permits various data processing manipulations to be ac- ‘complished, ‘The ASDE-3 scan conversion function is performed by an entirely solid-state digital unit. No storage tube or vidicon- CRT combination is needed, virtually climinating component replacement and adjustments. The unit is highly reliable and very easily maintained, since all of the components are on plug-in printed- circuit cards and modules. The digital scan converter storage medium is a high-density semiconductor memory. Three memory planes produce eight grey shades of intensity for the radar data. Memory organization is 1024 x 1024 cells, giving resoluiion of 1024 0 lines in both horizontal and vertical direc tion ‘The radar input is processed through a video sweep integrator 10 improve its signal-to-noise ratio before being written, into the digital memory. Antenna data are ‘converted from the rho-theta format to an X-Y format by all solid-state digital processing circuits. The digitized video, therefore, is written into the memory in an X-Y format. ‘Two (elevision displays present the sean- converted ASDE radar data. Both are identical high-resolution units, taking full, advantage of the 1024 x 1024-bit resolu- tion made available by the scan converter. ‘The displays contain 16-inch diameter cathode-ray tubes having a high- brightness P43 phosphor with matched optical filter ‘The display enhancement unit (DEU) presents map lines outlining the runways ‘and taxiways, while permitting variable suppression of background returns. Tt uses digital techniques to provide fine registration between radar returns and map video. A cartridge tape recorder stores the map data and loads it under microprocessor control at turn on, Map preparation is performed with the aid of program- ‘mable calculator connected to the DEU. Wide use anticipated Following a successful test, evaluation and refinement programme at NAFEC— expected 10 last Uirough 1980, the FAA. will begin procurement of operational field units. The new ASDE-35 are to be installed at more than 30 major airports inthe U.S. Although it is not considered the final answer (0 the problem of airport surface traffic control, ASDE-3 is expected 10 provide significant improvements over the ASDE-2, which is currently being us- ed at 11 U.S. airports. In addition 16 replacing ASDE-2 radars, ASDE-3 units are slated for installation at a number of airports where the only groand surveil lance available is that provided visually by the controllers Currently, a:rport surface surveillance is hampered by a number of problems. At those airports where the ground con- troller has only his vision to rely on, the principal problem is limited visibility from the tower cab due to poor weather, restricted night visibility, physical ‘obstructions and difficulty in seeing dis tant runways and taxiways. Shown is the ASDE-3 test installation at NAFEC. The FAA’s Surveillance Systems Branch is expected 10 complete testing, evaluation and system refinement by year's end. ‘Those airports equipped with ASDE-2 radars also have visibility problems. The radars cannot see through heavy precipi- tation and the ASDE-2 display presents a poor definition of runway and taxiway boundaries. Background clutter makes it difficult 10 distinguish vehicles from terminal buildings and other objects. It is also difficult to distinguish sizes of dif- Terent aircraft or to achieve adequate brightness on che display with high resolution. Moreover, ASDE-2 equip- ment is now considered obsolete, relative- ly unreliable and difficult to maintain. By comparison, ASDE-3 offers a major improvement in reliability, maintainabili- ty and weight due in large measure to its use of solid state electronic components. ‘The new radar is expected to provide significantly better precipitation penetra tion. With its special sensitivity time eon trol circuits, ASDE-3 is designed to pro- vide full target detection and clutter sup- pression regardless of weather. It will also provide the controller with a significantly improved display and its enhancement unit will show map lines outlining the runways and taxiways with Virtual elimination of all. background clutter. a ICAO BULLETIN Aeronautical-information data subsystems should be introduced for world-wide use ANSA advocates implementation of AIDS in the field of air navigation to provide more efficient air traffic services to airspace users, especially for flight information... ‘THE SAFETY of today’s aireraft is critical- ly dependent on the timely distribution of aeronautical information, such as data related to present and anticipated weather, traffic management, aeronautical equipment, airport and navigational aid conditions and status, or planned routes of flights. Air traffie con trollers have to make these data im mediately available to flights, while per- forming their air traffic services. ‘The development and implementation of aeronautical-information data sub- systems (AIDS) would produce signifi- ccant advances in aviation safety by pro- viding easy access to accurate and timely data. In addition to improving the quality of services, the system would reduce ‘operating costs by eliminating or reducing manual paper movement, sorting and un- necessary teleprinter operations. It also could provide significant direet cost sav- ings through seduced leased telecom munications line charges and maintenance costs. The system would be versatile and modular, allowing field expansion to serve more users or add new automation functions. Other potential users of the system would include airling dispatchers, central flow control facilities, general aviation operators and other members of the aviation community, both domestic and foreign. A computer would be installed especially for the handling of the exchange of aeronautical information for presentation to the operators. The size and capability by Frank W. Fischer Director Advisory Group—Air Navigation Services, Inc. (ANSA) (Federal Republic of Germany) Of this processor would be determined by the number of video display units to be served. For example, an area control cen tre would require a much larger processor ‘memory than would a small airport con- trol tower. The computer itself should be located within an area control centre or similar facility 1 hold down the costs of peripheral and interfacing equipment, World-wide deployment of such systems would significantly improve aviation safety by increasing responsiveness to pilot requests for information and reduce operating costs of national air navigation services systems. AIDS could be implemented with existing conventional air traffic services systems as an independent self-contained system, using static data at the beginning only Advanced systems should be planned to integrate AIDS into the radar data Drocessing and flight plan/flight daa processing functions as the third vital data category to close the present air traf fic control data processing system func- tion Loop. Air navigation services systems consist of ‘a number of different subsystems, de Pending on the type of the services to be ‘provided. For provision of the air traffic services to airspace users, subsystems mainly require flight plan and progress data, aircraft positional information, and aeronautical-information data plus technical and operational information on system status Aircraft positional information today is normally acquired by the radar and direction-finder subsystems and transmit. ted by pilot position reports, Aeronautical information includes notices to airmen, flight safety messages, aeronautical information publication data, air navigation services system inter- ral information, meteorological data and ‘other technical and operational. status data, These data constitute the third ma- jor information group necessary 10 operate and maintain an effective air navigation services system, ‘They are produced, collected, sorted, pro- cessed, distributed and presented by a variety of subsystems in the overall system. A major improvement for an economical handling of these data would be their proper integration into the total system operation by implementation of AIDS, The handling of these data has been Somewhat neglected by system planners and operators for @ long time, giving preference (0 flight plan and progress, radar, control and coordination data. It was largely left up (0 the controllers themselves to get other operational data for an efficient conduct of air traffic con- trol, The same is true for the pilots, who normally have to acquire operational flight information for pre-flight briefing and flight planning themselves from the various data sources, It should be the objective to make the handling of such needed data more effi cient and to improve their availability and reliability. This means correct and current data, rapid access, instantaneous distribution and improved presentation. ‘The requirements of the pilots already hhave been detemined by IFALPA and IATA and have been recognized by the 9th Air Navigation Conference of ICAO. 2 Corresponding recommendations of the ICAO OFIS Panel* have supported the necessity of such an extension of the Aight information service capabilities for an optimum provision of advice and in- Formation required for the safe, orderly and economical conduct of flight opera tions, Air traffic controller requirements for operational data have not yet been specified. ‘Therefore, 1 shall deal herein with pilot requirements for operational information and to controller requirements for in- formation nevessary for the provision of the air traffic services in fulfilment of their operational tasks. Lack of data inereases stress tis one of the main tasks of air naviga- tion authorities to collect aeronautical in- formation, including weather data, and to distribute these to airspace users before and during Might and tothe air traffic serv ices units and their operators. This task is being performed by all air trafic services units, especially by the aeronautical in- formation service briefing offices and by fight information service units. Aeronautical information and flight i formation service operators have to han- dle a large amount of paper messages to- day. This constitutes @ time consuming procedure, subject to error and delay, which is disproportionate to the speed of today’s flights. Furthermore, the amount Of data to be provided is steadily increas- ing in all systems and is reaching a point where the handling of hardcopy inform tion becomes impracticable, + Operational igh Teformaton Service Panel ‘Thus, it seems evident that air navigation services units should be provided with an aeronautical-information data processing. distribution and presentation system 10 assure performance of these functions rapidly and economically. The lack of current, correct and con- clusive information is perhaps one of the greatest stress factors within the air traf- fie control environment today. The air traffic controller is constantly under pressure to make real-time decisions without the benefit of real-time informa- \, other than radar data and pilot reports. He does not have information upon which he can always depend as being cor- rect, current and conclusive, The result, therefore, is that he is forced in far 100 ‘many instances to make judgement deci- sions, assuming that his available in- formation is correct. ‘The ATC environment would be less stressful and certainly more efficient if all of the information normally required by the operator were at hand, current and available at his console or working posi- 1. This ready availability of informa- 2 is especially critical in situations of emergency, where the controller's calmness and correct and quick responses are vital Controllers in providing air traffic services often have to refer t0 static, semi- dynamic and dynamic data that either are necessary in support of Might informa- ion, air traffic advisory and control serv- ices system functions or are essential for The following are typical examples of static, semi-dynamic and dynamic data. STATIC ir traffic services area data ‘Special use airspace data ‘Aerodrome data Instrument radio navaid data raffic services route data ‘Standard instrument departure and arrival procedure data ICAO location indicators Airline operator, radio call signs Local emergency procedures Aircratt type performance and emergency data ‘SEMLDYNAMIC Repetitive flight plan data Notices to airmen (NOTAM) Filed flight plan data Weather reports ATS subsystem outage and ‘malfunction data Air traffic flow-control messages DYNAMIC Current flight plan data Direction finder data ‘Severe weather radar data ICAOBULLETIN before Hight ‘Navigational Warnings Restricted Areas Preflight Brietings betoe tg { inte ATC Advice ATC Clearance ATC Instruction SSA Instructions dum PILOTS —_ Weainer Reports & Forecasts sper Wind Reports METAR TAFOR GAFOR SIGMET before tite ‘ fn tight Nos aba] VOLMET Nemenl PIES Figure 1. Pilot-required aeronautical information. NOTAMs Weather Messages Alineter Settings Airgort Data © Conditions ATS Rowse Da Navigatienal Warnings Resiricted Ares Activities Tratfie. Information NAVAID Statue Navigational Assistance pilots during or immediately before Aight. ‘Since pilot requests are to be acted upon ‘quickly, these data must be immediately available (Figure 1. It is at that time when data are needed “now,” not “Jater.”" Too often, urgent or emergency situations have developed in civil and military aviation, because such data were ot readily available (0 pilots through ATC controllers. On the other hand, serious stress condi- tions have developed for controllers, because such data were not immediately available to them. The ATC operator ‘must know or have immediately available information relevant to emergency pro- cedures, weather, air route, radio fre- quencies, et., for his own area of respon- sibility and for all airports within his area, as well as for adjacent areas and air- ports, He must also be able to recite all facts relevant to restricted airspace, such as restrictions on route, altitudes, times, speeds and notices to airmen. Un- JANUARY 1980 fortunately, his mind is clogged full of a lot of data that he may never use during histour of duty, Although a competent operator may be able to memorize a number of static facts like area restrictions and limitations or air route tracks, reporting points, navign- tional aids and frequencies thereof, he cannot be expected to remember all of the facts and data about all of the air routes in and adjacent to his immediate arca Furthermore, a controller should not have to leave his console to get any in- formation he needs to make decisions and not have to rely on personal judgement 10 compensate for lack of information. Neither should there be awy undue delay in procuring needed information, Such data normally have to be available in on-hand documents at the controller working position or in his memory. ‘Although we recognize that it is impossi- bie for any operator under stress condi- tions to have all these data immediately ready when needed, applicable documents and publications to which he can refer are not always up-to-date. Even small and conventional flight in- formation systems have a great need to-

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