1 TCAS Traffic Information Every Informations and 21% of Manoeuvres 5 Hours 13 Mn of Flight Time; Indications Were Erroneous

Editor : Patrice Bghier Contents 98, Avenue de llObserva~oire 4000 - LIEGE (Belgium) Page Advertisement Manager: Editorial 2 Jo Florax Obituary 3 The Vice President writes by Artwork: by Geoff Gillett 4 Martin Germans At Flight Level 230 above the Alps by Manfred Jenz 5 Staff Writers: Maastricht Control has time for Norman Brown Tigers Paul Booper by Arnold Booy and Jo Florax 7 Eurocontrol was also there Address : Liege Airshow by INPUT Patrice Bghier 10 Fostbox 47 Impressions of a visit to Rhein 6190 AA BEEK Control The Netherlands. by Arthur KraRl 12 ( Mitsubishi Bizjets Bank: by So Flarax 15 AMRO BANK BEEK TCAS Experimentation Account nr.: 46.86.12.254 Part one - in the U.S.A. 17 Collission Statistics in the U.S.A. 18 Subscription Rate: Le Bourget Report Hfl h,-- per issue plus postage. by Philippe Domagala 19 In Reply "The Teneriffe Disaster" bp Philippe Domegala 2 2 Contributors are expressing their A Poem for a Pension by Eurospera 24 personal points a£ view and opinions, Eindhoven's Special Fly-in which are not necessarily those of by Danny Grew 2 5 their employers or EGATS. EGATS does L ondon European Airways not assume responsibility for state- by Paul Hooper 28 ments made and opinions expressed therein. It does accept responsibility for giving contributors an opportunity to express their views and opinions.

No part of this magazine may be reproduced or transmitted in any form or by any means, without written permission by the editor. EDITORIAL

EDITORIAL PAGE Gentlemen - and we use the term loosely - introducing the new editorial team. In the corner that famous middle- weight, Paul . Hooper; in the red h corner, that lightweight of remain: Joe Patrice Behier f, . Florax; seconds Geoff Gillett and Norman Brown; painting the corner posts: Martin Germans; referer to the whole show, your editor Patrice Bghier. What a team! Yes folks! You read it right. The Hoop and Scoop are back in business. Dedicated to the cause of a free and merry Input; but above all free! Geoff Gillett It is customary on the occasion of . a hand-over of Editorshipof thismaga- zine, for the incoming sucker, er . Editor, to thank the outgoing and extol his virtues. This we heartily wish to do. Rob Bootsma did a tremendous job as editor, crowning his term with the excellent report of the R/T FORUM in April. We all owe him a vote of thanks Brown and hope that he has time to contribute orm man occasionally to INPUT. We wish him well in the future. Which brings us to the tricky bit. You folks all have something of interest to say, you are all experienced in aviation; why not let the others share your professionalism (Stop coughing Scoop!), your thoughts, at least the clean ones, your jokes, Martin Germans etc... All may be of interest. Come on, don't be shy, let's hear it for the mag. That goes for our "outsideo' readers too. We can use almost anything legal. If you would like to publicise your ideas, perhaps designs for a super new airborne loo, or just would like to put something to ATC in general, let us be your channel for publicity. After Jo Florax all - it's free! On that somewhat hopeful note, we close this our first Editorial, and let you get on with the first of our efforts. Or chucking it in the bin.

Paul Hooper . OBITUARY

It was 'with great sadness that we received the news of the sudden death of John Faesen, a respected colleague and active member of EGATS since its foundation. John, as the first acting secretary of EGATS, made an outstanding contribution to the production of our constitution and was a member of the first EGATS delegation to attend an LFATCA conference at Reykjavik in 1973. A regular at tendant at meetings, including the sometimes marathon Annual General Meetings, he made a significant input to our Guild over the years and at the time of his death, was a member of the Technical Committee. Though never seeking to be in the spotlight, he regularly participated in EGATS affairs. His informed opinions and considered reasoning were well respected by his colleagues both in the operational and in the training environment. Those of us who had the additional pleasure of contact with 3ohn outside the working environment, knee him as a relaxed, friendly family man with a subtile sense of humour. This untimely departure of a respected colleague and friend brings a gap in our ranks which cannot be filled and we hope that his family and friends find comfort in the many spoken and unspoken words of sympathy that have been expressed. THE VICE PRESID'ENT WRITES . . . . .

Participation by more than fifty different organisations, the Director Geoff Gillett General of Eurocotttrol, the Director of Maastricht U.A.C. and Senior Management was indeed encouraging. In contrast, was the relatively few EGATS members who took the time to drive the short distance to Heerlen. It is difficult to understand why this was the case or to accept that there could be such a low THE VICE-PRESIDENT WRITES. level ef professional interest. 1 have heard it said that one of On a final Forum note, the report the qualities of a good manager is to was extremely well produced but with %e able to delegate. No doubt that also perhaps one omission. It could have applies to Presidents, so we may con- been appropriate to list in appendix, clude that in EGATS, we have a good man the names of the organising committee 1 at the top. Jan Gordts, prior to his and the many helpers, as a token of departure on annual leave, had left a appreciation. The manimonth amount of message requesting me to write some time and voluntary effort given by them conternposy comment for this edition of resulted in the achievement of a INPUT. superbly organised event of which they As this is the first number under can be justifiably proud. the new editorship of Mr. Patrice BEhier, L will say "Welcome to the W job!" To our members may I request you give him support by submitting articles, ideas or comments on what you would like to see in your magazine. It was with great reluctance that the Executive Board of EGATS accepted ehe resignation of Rob Bootsma, ,our former Editor. Having fulfilled this task since the beginning of 1983 he has brought our publication to a high level of quality, content and lay-out. Input now has a wide circulation in the aviation world and is possibly admired and Restaurant appreciated more among the non- 9 ,AUX QUATRE SAPSONS" Eurocontrol recipient S than by some of our own members. Our thanks go to Rob ZdeCarabinierslaan 154 for this outstanding efforts culmina- GRENS-VELIEWEZELT ting in the production of the 72 page 011-714262 special edition containing the EGATS 1985 BIT FORUM REPORT. Athough the Forum has passed, let- ters and telephone calls continue to be received. It appeare that it was an opportune moment to highlight some of the on-going problems of R/T communica- a tions and our effort has borne fruit in that the problems of frequency-blocking KEUKEN GEOPEND: and simultaneous transmissions together Middag : l2.00 - l5.00 uur with a possible technical solution, Avond : 1E.W - 22.m uur have been brought to the attention a£ WOENSDAG GESLOTEN. an IATA Committee. AT FLIGHT LEVEL 230 ABOVE THE ALPS . So, one week after Easter 1985, I travelled with my glider (LS 1 F) to AostaiItaly. It was the third year of trying to reach higher levels in an area, where, under certain weather conditions, the so-called "wave flying" can be executed. For those who are not aware of the term "wave gliding": strong winds of up to 130 km/h, prefer- ably from a directf on perpendicular to a mountain massif, are necessary to produce rising airmasses within which an uplift to extra-ordinary heights can be reached. The 16th of April 1985 was my day. Brought up to 1000 m above Aosta airfield (elevation 550 m) by a light aircraf tr, I freed the glider from the connecting cable at 1318 Z and contf- nued .on my own, as normal, Searching for thermal upwinds 1 checked my oxygen equipment again, which on such a flight wlll become the most vital tool at heights above 3000 metres. Mask and apparatus OK, instruments, .R/T equip-

ment, camera and food: all OK and in ' place. In the meantime steady upwinds, partly very rough. Within 40 minutes after take-off I reached a height of 3000 m, including some ups and downs. For another 20 minutes I stayed at + 3000 m, looking and searching for "th; wave".

By Manfred Jenz. I

AT FL230 ABOVE THE ALPS - Information and impressions from a glider pilot. Although normally flying at altitudes at: which airliners are in the The VaLZey of Aosta departure or approach phase of a flight, there are occasions for a As I was used to flying in rather glider pilot (mainly executing his hob- bumpy air in this area between 2000 and by in the northern part of the FRG) 3000 m, I became very alert when sud- when he may be Lucky to get higher than denly the unsteady climbs and descents the average maximum heights of about changed into a smooth and steady climb. 2000 m (7000 ft) above ground level. The Wave!! !??? Yes, indeed. "Lucky" in this context means that As this was the first time for me you have to be at a certain place at to "enter" a wave, I really was sur- the sight time in order to have a prised how true the reports of glider chance to climb into the "upper air- pilots were about the very calm and s pace". steady climb under such conditions.

INPUT Above the AZps without engine

Within 5 minutes only I climbed from service from time to time. Thus, some 3000 to 5000 m. If you calculate, interesting (I guess) pictures from the you'll find out that this means a rate Mont Blanc were lost! of climb of 6.6 rn/sec.(+ L300 ft/min). Slowly, but steadily, the left and Super! ! ! ~nfortunatel~,it did not right inner sides of the cockpit became continue like that . . . , another 10' up non-transparent because of frozen to 6000 m and further 20' to 7000 m, my breath, time for me to start descent final altitude above HSL. and return home. Circumnavigating some During the calm climb phase I clouds right below I lost altitude enjoyed the picturesque landscape rapidly by increasing speed and using around: Mont Blanc, Grand Combin, speed brakes. After 2 hours and 5 Matterhorn, Monte Rosa, etc..., after minutes an exciting flight came to an all the highest "ones" of Europe! A end where it started. visibility of + 100 km even allowed for The evening was spent in an Italian a sight into t?;e flat land of the river "ristorante" where the whole flight was PO, direction Turin, Milan. passed through again and discussed, of A unique experience for me! I took course this time from the safe ground. several photo's which were not all That under the influence of some bott- successful, as I learned later. Having les of red wine a few details were put myself into warm ski'ing dress and exaggerated was no problem ... these thus feeling comfortable at about were - under such conditions - anyhow - 25" Celsius outside temperature, the not noticed anymore by my fellow glider batteries of the camera were not pilots. protected agaist cold and so refused MAASTRICHT CONTROL HAS TIME FORTIGERS!

By Arnold Booy and Jo Florax

F-16 - TIGEEI - 31st Squadron - Belgian Air Force KZeine Bropl

~t has been a tradition for more The 79th Tactical Fighter Squadron than 25 years within the NATO member took the initiative to organize the states, that several units with a Tiger yearly "Tiger Meet1' and is in fact the in their emblem come together in order oldest member of the NATO Tiger to organise the "Tiger Meet". Association (79 TFS USAFE) . This year the 31st SQN BAF was requested to organise the jubilee meeting at Kleine Brogel airbase in Belgium- And of course on such a day (july, 5th) one may expect to see the traditional fly-past, interception mis- sions, solo demonstrations, etc...

F1 2 1 Genera2 Dymics from Upper HEYFORD SIK

The objectives of future Tiger Meets can be determined as: I a. promotion of NATO solidarity; b. to establish firm professional and personal ties among NATO staff; Genera2 view of the Static display c. to create a better understanding of NATO' S military objectives and problems of the partners.

A10 from Bentuahers UK LTV - TA7H Cursuir 11 from HeZlenic Air Force - 347 MIORA

One should really taste the real Tiger spirit by observing the USAF-RAF- FAF-BAF-RCAF-GAF all together . By the way, it was investigated that the 1/72 Sqn Oldenburg, later on the 431 Jabost GM. designated a Fox in their emblem. To meet the conditions for participa- tian the Tiger Meet, it was added: **Believeit or not, this is a Tigerm1. flIMRUD from RoyaZ Air Farce [ membership of the Tiger Association. For the squadron gaining the highest degree of professionalism, there is the Silver Tiger Trophy.

Me Dunnel Douglas F15C - EAGLE from USAF - based in Bitburg

Indispensable on an event like this are the stunt teams, such as the Frecce Tricolare. Not present, the famous Red Arrows. The latter hold the honorary The EUROCONTRUL Disp Za y

Independent advice of tires for alt purposes r Modern service equipment m Extremely professional personnel Wheel-balancing and wheel-alignment with the Bandenspecialist Kicken b.~.

new visualiner Valhmburgemeg 41 - Vwrendaal K~I(W)-1700 - MBBSI~IC~~ fe~(0113l-621515 - Slllard Tnf (W490)-10m7 KOldenhwkenvee% - Tegeren Tal (077)-W33 EUROCONTROL WAS ALSO TH'ER'E !

LIEGE BIERSET AIR SHOW: June 22rd ?l985

By Patrice Behier.

The EUROCO/I:IT~ROLstand l

As can be seen from the picture, a large airport mock-up and displays on stand similar to the one displayed in tower and approach control, which were Kleine Brogel was installed at the presented by the air traffic control LiSge Bierset Airshow, however, the specialists of the Third Tactical Wing stand was slightly bigger due so addi- of LiSge Airbase assisted by RVA staff tional features (tower, antennas, from LiSge Tower, our joint air traffic photographs, etc. ..) produced by a well control stand was really the centre of !Brussels.

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The response from the public was very encouraging and demonstrated clearly that, although people are in general interested in ATC they often have little knowledge of the "en-route" aspects or of the international nature of Eurocontrol. As shown in the picture the "Concorde" made an appearance at LiGge and was visited by many people. Several other spectacular air presentations attracted the attenrion of the many thousand visitors and made the "LiZge Air Tattoo 85" a memorable event. -- l I Get the latest information from our representative.

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I ( CDK-Bank-Rankingof Ue Grenswirsrlkantoren N.V. NOVEMBER 29TH IMPRESSIONS OF A VISIT TO RHEIN

CONTROL To item L: coastdering the airspace structure of Rhein Control, one will realize that most of the flights are at cruising altitudes. Arrival and depar- By Arthur Kra'hl. tures to and from Munich, Frankfurt, Stuttgart, ZUrich and Hannover are not considered ta be so important with regard to the total. In comparison Recently, I had the opportunity to within the Brussels Sectors of Maas- visit the Upper Area Control Centre of Karlsruhe, better known among insiders as Rhein Control. Entering the centre, I immediately realized the big dimension of the operations room, being approximately 113 bigger than that of Maastricht with the same number of sectors, namely six. Impressive was the low noise level at the working positions with a two-man con£iguration per sector and decentra- lized sector distribution, which

enables communication without headset. '

cricht Control, about 80% of the craf- fic performs a climb or descent profile to one of the major airports of London, Amsterdam, Paris, Brussels or Diissel- dorf. To item 2: the position of the Assistant Controller comprises a big- planning board on which one or more flight progress strips per aircraft are classified in time order and direction. On account of this layout in practice he marks conflicting traffic, plans the I cruising altitude, if necessary, and telephones the estimates. Additionally, Considering the two working he assists the Radar Controller. Com- positions per sector, the question pared with Maastricht, this function Zmmediately arose: "Why isn't that represents our Planning Controller and possible in Maastricht, where we still Radar Assistant Controller in one have great problems to accomplish person. A difficult task? - By no sectar work with three controllers even means l after installing the "in-line configu- Some Assistant Controllers still ration" in the Brussels Sectors?" have time to read office notes and feel There seem to be two main reasons bothered if continuously contacted by to account for these facts compared Maastricht controllers, requesting a with the Brussels Sectors of release between KIRN and RUWER. Maas tricht: The Radar Controller is positioned 1. The minor complexity of the Rhein in front a£ a radar screen the quality Sectors; of which is identical so that of Maas- 2. The non-utilization of all tricht. Thus, there is no further basis technical resources of the KARLDAP for additional comparison. The Radar system. Controller is not in a position to see

INPUT the planned flight level (PFL) on the The above mentioned statements lead call-sign label; to identify it, a pur- to the conclusien that a two-man confi- poseful glance at the planning board is guration per sector is possible in necessary where the PFL has normally Rhein Control, but: not in Maastricht been marked by the Assistant Control- Centre. Besides, I feel a little bit ler. Concluding one can say in Karls- regretful that an ATC Centre with such ruhe, ATC is still "made by handcraft". brilliant technical possibilities - The absolute surprise is, however, such as the KARLDAP system - has fallen the Display Control Panel (DCP) and into a position of the "Sleeping Touch Input Device (TID) systems. A Beauty" since installation of the look at the latter reveals no display equipment by Eurocontrol. of data for the expected traffic within Luckily, I found consolation in the sector; it is entirely left blank. enjoying the regional wine and cuisine Disregarding the resulting disadvan- and I am looking forward to my next tages, the Radar Assistant Controller visit to another ATC Centre. (RAC) fortunately needs not to execute any Touch Input Device inputs, which is about 40% of the workload of the RAC in Maastricht .

Le Scriridon

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I: . . Compiled by Jo Florax.

Mitsubishi MU1 - Diamond I As an aircraft manufacturer ME1 has designed and produced thousands of air- planes since 1933 including the Mitsu- bi~biSupersonic F-L jet fighter now in Mitsubishi Aircraft International service with the Japanese Air Self- (PIAI) is a wholly-owned subsidiary of Defence Force. Under license agreement Mitsubishi Heavy Industries (MHI) with McDonnel Douglas, the company is Tokyo, the business aircraft arm of one constructing the F-15 Eagle. In this of the world' S major aircraft manuf ac- event MAL benefits from NI-11. MA1 turers. MHI does not only manufacture operates a plant in Texas, USA, where automobiles but also a wide range of the company's turboprops and jets are products like power systems of electri- built from airframes manufactured in city generation, ships, etc... Nagoya, Japan. As from the start in the mid 1960's MA1 has produced some 800 executive aircraft, comprising the Diamond 1A and Dianond 1L jets (see photo's), as well as the Marquise and The Diamond 1L - a new Dfamond with Solitaire turboprops. You will conclude speeds up to 456 knots, with more that MA1 is responsible for the overall range, e.g. 1,930 nm, possible certi- marketing (except for Japan) of its fied altitude 41,000 feet. aircraft manufactured by Mitsubishi. The Solitaire - one of the fastest For Europe some 80 turboprops have been turboprops, cruising at 321 knots, rate sold and they have high expectations of climb 2,350 f .p.m. for their Diamond 1L in the overseas The Marquise, 0308 kts, range 1,395 market. For this purpose they set up nm, rate of climb 2,200 f.p.m. nine maintenance centres in Europe and a spare parts warehouse in Frankfurt. A Remarkable Is the interest in the quick survey of the production line: MU-2 (700 of 13 versions delivered The Diamond 1A - their first, 796 since 1966). kilometres per how, 7-9 passengers, A dramatic increase of used MU-2 'S range 1,520 nm. has kept the staff busy. Where do they operate? In general in and out of African deserts and snow covered or short unimproved runways in the great North. Others are serving in search and rescue, reconnaissance, medevac and as liaison atrcraf t for remote villages (Swedair for example has got 9 Mu-2's). T.C.A.S. IN FLIGHT EXPERIMENTATION PART ONJE IN THE U.S.A

An article about TCAS published in Conflict resolution manoeuvres: a preceeding Issue gave you an Out of 32 actions, P8 were corsec- explanation of the principles and tive, which means they intended to have functioning of this system. In the the equipped aircraft to manoeuvre meantime, practical experiments have vertically. Example : An isntruction been conducted in the U.S.A. in 1981 - "DON'T CLIMB" or "DON" DESCEND" 1982 by the PAA and the MITRE appears although the pilot was initia- l CORPORATION in cooperation with DALMO- ting a levelling off (L0 cases) or just VICTOR SPERRY (BELL AERONAUTICS) - before he was about to do it (8 cases). Two aircraft have been used for The 14 other cases were preventive these experiments, they were both instructions indicating to the pilot equipped with TCAS and special not to climb or descend although he was recorders. Both aircraft totalled 928 an a level flight* No "minimum rate" flight hours over a four month period, instruction has been given. one third being effected with an Workload in the cockpit: observer on board. During these 928 It seems that when the deficiencies hours, 329 traffic in£ormatlons TCAS have been cured, the United States air- were given and 32 manoeuvring orders line crews would experience, on given {for actions); however, due to average, the following workload: technical problems, 45% of traffic - 1 TCAS traffic information every informations and 21% of manoeuvres 5 hours 13 mn of flight time; indications were erroneous. Out of 50 - 1 conflict resolution every 37 traffic informations identified by the hours 15 mn. This would mean about one observer were: conflict resolution a month which is - 29 airliners; quite acceptable. - 16 undetermined; CONCLUSION : Y - 3 light planes; These experiments did not intend to - I helicopter; test the capabilities of TCAS, many - 1 commuter. points remain ta be clarified before As far as conflict resolutions were such a system can be considered as a concerned, out of 8 observations, 4 means of preventing collisiens in IMC. were due to general aviation traffic, It appears, however, that when used in most cases the aircraft were in VMC within the present aeronautical envi- close to an airport and in radio ronment, it does not affect the normal contact with ATC. conduct of flights and does not Conflicting areas: increase the workload of pilots. Most incidents actually observed The TCAS is still being tested in occured in a layer of airspace between the U.S.A. with several participating ground and 10.000 feet. In 62% of cases airlines and various aircraft. In the a1ti tude difference between con- Europe, Air France, recently conducted flicting traffic were between 500 and "in flight" trials with such equipment, 1.500 feet, in 21% it was less than 500 between October 1984 and May 1985, the feet. In 82% of cases the traffic was results will be published in INPUT, situated in the front sector of the Winter Edition. equipped aircraft. COLLISION STATISTICS IN THE U.S.A.

Preliminary near midair colIision MAASTRI*: (NMAC] report figures show an increase - Speedbird XXX Maastricht, confirm for the first quarter of 1985. The FA4 your type of aircraft please? received 141 NMAC reports from January BAXXX: - Stand-by. L through March 31, compared to 98 - ---- reported in the same time period in !!! B 1984. An WC is one in which the AXXX : distance between the aircraft involved - Uh, I had to count the throttles, was reported as less than 500 feet. The we are a Tristar! vast majority of the incidents involved at least one aircraft not in contact with or controlled by ATC. HEARD ON THE TELEPHONE FAA states that the see-and-be-seen concept is a critical element nf flying, and the release of this kind of LONDON : information serves to make all who - Hello, Maastricht, can you see provide ATC services or who fly to be the Britannia XXX and the CYPRUS more aware of the potential for an NMAC XXX? during the spring and summer when more MAASTRICHT: flying is done and such incidents occur - Affirmative, I see them both.

with more frequency. It should also be ' LONDON : noted that the increase in NMAC reports - They have 6 NM both climbing out does not necessarily mean there are of FL235 for FL290 and FL330, more NMAC's occurring, since it is not respectively, do you take them known whether the increased number of like that? reports is as a result of improved FAb MAASTRICHT : repor ting procedures and renewed - That's OK with me provided the emphasis on pilot reporting. first one is faster. L ONDOM : - Yes, he is definitely faster. ON A MAASTRICHT CONTROL MAASTRICHT: - Allright, then, let them come. FREQUENCY LONDON : MAASTRICHT : - But, I must admit, the second on€ - MAC 90003 report your mach is catching up slightly!! !... number ! ---m- M90003 : REIMS : - We are MAC 90003... - Maastricht, YY012 is a radio failure but I could not reach the MAASTRICHT ; pilet to tell him to squawk - M40611 contact Reims Control on A76! !1

132,37. Goodbye sir. ----h M40611 : MAASTRICHT : - Contact 132,37 and what is the - Hello, London, the Dan Air XXX is name of that station? a radio failure, maintaining WSTRLCBT : FL310. - Reims. LONDON: M40611: - OK Maastricht, copied, I request - Sorry, I did not get it! him at FL280 ! ! 1 MdASTRICKT : - Reims, where the champagne is made

Unknown American voice: Negative Maastricht, champagne is made in PARIS LE BOURGET AIR SHOW REPORT

By Philippe Pomogala. dragging on between the British, the Germans and the Italians, Marcel Dasaault got fed up and decided to go along with HIS aeroplane whatever the others would decide. Vive lBEurope! The French C.N.E.S. (National Space Centre) wants its own Space Shuttle in order not to depend on U.S. or Soviets to send their astronauts (or The 36th PARIS-LE: BOURGET ~iishow spacionauts as the french call them) up news was this time made by the French there* The project, called HERMES, was and Russians, and the theatre, as usual to be developed and financed by the by Airbus Industrie. European Space Agency (ESA) but the The French came up with a brand-new British and the Germans were a bit . aeroplane to replace the Mirage series, reluctant to pour hundreds of millions 7. called RAFALE, designed by Dassault, into the project, so France decided to who else? This black bird was planned go ahead on its own and will charge as a contender for the European Fighter full fare to the others. Vive lREurope! programme but as the discussions were (bis). The Russians came with their awn "scoop": the giant Antonov 124 or Gala- xyski. Of course everything is bigger than the Galaxy, the length, the weight, the payload, etc.. . and the huge machine was there to show the world that Americans do not have the monopoly in building big planes.

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Piper '%U lihutt the "2 ong rang&" single

Aerospatiale and Dassault are the 2 contenders for the project and a final decision on who is going to build it will be taken by C.N.E.S. at the end of the yeas. A "scoop" picture of BERMES riding on tap of an Airbus A300 was everywhere to remind the Americans that France always admired them...

PhiZCppe, read3 for duty flight in the "GALAXYXOFF"

I was invited on board and indeed the inside is very big. The upper floor can carry "up to 80 agricultural workers" and the main floor 4 combined Harvesters with their trailers and tractors. "No helicopters and tanks?" I asked; "Negative! This is an AEROPLOT aircraft, not military!" and when an

INPUT american gentleman said: "GEEE, it looks like a cathedral in here!" a Soviet Engineer replied abruptly: "No, Antonov L24 bigger than cathedral, Antonov L24 is biggest aircraft in the world! ".

tfTRIUIDAD" c Lean cockpit

Gardencenfie - Landscape gardening - laying - out and maintenance art hur spee t jens HER!QES project FROM OWN NURSERY: - Conifers, all types -Shrubs and climbing plants

EXTENSIVE ASSORTMENT: - All types of heather - Roses - Flowerbulbs p-.*-* 75 '$*A% LAY ING-OUT OF TERRACES: $ - Peat, manure and fertilizer, etc %P9*? - Gardenhouses .. I - - Greenhouses - Renovation of existin - Plowing and harrowin

Aerospat iaLe 'rTRIBIDAD"

keverikerstraat 11 1 (Geverik) Beek Tel. 04402-7 1417 And Airbus Industrie, as usual, caused a sensation by announcing during a Boeing conference that: PANAM had just signed for 28 Airbuses and took 47 options on the A320. Vive l'Europe! (ter) . tour operators and the airlines on the crews to have their aircraft leave TPN IN REPLY as soon as possible in order not to EXCEED DUTY HOURS that would have grounded their aircraft in Las Palmas 11The Teneriffe disaster" and disorganized their schedules By Philippe Domogala. completely. All those pressures allowed aircraft to be lined-up on the same runway where other aircraft were backtracking, allowed both pilots and controllers to accept this situation in poor vfsibili- ty, allowed jammed communications to go unchallenged and finally allowed an experienced captain to disregard advice from his cockpit crew. I read with great interest the let- Working under pressure and coping ter of the old (not so bold) pilot with the unexpected is routine for both concerning the Tenerif f e disaster in pilots and air traffic controllers but INPUT 1/85 there are limits. Where are the limits? I know Los Rodeos (Tenerif fe north We do not: know. They lie between full or TFN) quite well having even had the efficiency and total security but are rare privilege of sleeping in the difficult to grasp. Managers and Director's office last year; the whole bureaucrats generally do not help. They administration building of the airport hold Lengthy meetings consulting each is now an hotel for Civil Aviation other in order to issue carefully personnel and all former offices are' worded statements mostly in order to now hotel rooms. The remarks about the cover themselves and partly to resolve weather in TFN are very true, as is the quest tan. probably the remark about the pilots As Capt* Vemeulen of the Dutch operating that day to TFN not being Pilots Association said during the familiar with that airfield, however, recent EGATS Forum: "We ... cannot since TFN was the only alternate for postpane decisions and cannot consult years in the flight plans of all others. We do a surprisingly good job aircraft bound for Las Palmas, and as considering the inadequate tools provi- correctly stated they were bound to be ded by the bureaucrats and providers. diverted there one day, I do hope they We could improve if they consulted us had a field-check before accepting it before they come up with new rules and as an alternate. systems ...". I am not particularly fond of Air- As to the 1000 $ question: "Is port Directors but in their defence one another Teneriffe disaster possible to- must remember that, at that time, all day"? The attached press release from the energy and money available for the Washington Post of 5 April 1985 civil aviation on the island was gives a tentative answer and the diverted towards the new Reina Sofia Minneapolis Airport Director, whose (Tenerif f e south or TFS) airport, then comment is also attached, won the under construction, and everybody 1000 $ prize. considered TFN as "condemned". When the National Transportation For me, personally, In the TFN dis- Safety Board dispatched its "go team" aster the main responsible factor was to Minneapolis four days after two PRESSURE on human beings. Pressure on DCLOts on which 408 people were riding the pilots to divert to the CLOSEST missed colliding with each other by 75 available airport, pressure on the con- feet, Minneapolis airport chairman trollers to cope with an unexpected Raymond Glumack said that the NTSB was OVERLOAD of air traffic in bad weather highlighting "an accident that didn't conditions, political pressure on the happen". Glumack said both pilots took Air~ortDf rector to ACCEPT and FACILI- evasive action and avoided an accident, TATE all traffic diverted due to a "so what's the big deal?". terrorist bomb planted in Las Palmas Radio Transcript - April10, 1985. Airport (bombs are very bad for tourism!) and finally pressure from the i~vestigatorin charge for the safety board, said. Jumbo Jets Barely Miss Northwest Flight 51 to Seattlc was given permission 10 take off by the "locat controller" in the Federal Aviation Administration's tower. At Each Other on Runway about the same time, 9:04 p.m. Sunday ICST), Northwest Flight in 65, taxiing out for the flight to Sullday Incident Minneapolis Robed Phoenix, was given permission by the "ground controller" to cross the By Douglas B. Feaver V1 is :he speed at which a pilot runway. The crossing point was Wnahindon Pnf SI.M Wrdet decides ta continue the takeoff or to about 6,000 ket from where Flight abort, and was calculated at 139 51 started its takeoff roll. Two Northwest Airlines jumbo knots for this flight. The next crit- Local controllers handle planes jets carrying a total ol 500 people ical speed is VR, tlie speed of ro- taking off and landing; ground con- narrowly avoided colliding on a tation. VR for this flight was 145 trollers handle the phes as they slushy runway in Minneapolis Sun- knots. Thus Nelson pulled !Re nose move around the terminals and taxi- day because night partly the pilot of and the plane off the ground several ways in preparation for taking off one plane had recently participated knots klow what would be cansid- and after landing. in spcial tests on low-speed flying, ered safe takeoff speed. The two controllers stand side by federal investigators said yester- The other plane was crossing side in the tower, They use differ- day. from left to sight, "As he overflew ent radio frequencies in talking to The National Transportation the other plane, he dipped his left the planes they are controlling and Safety Board is investigating an ap wing and raised his right wing to normally talk to each other w~thout parent communications breakdown radio or telephone links. "You some- get more clearance over the tail," in the air traffic control tower that times don't hear what you thought ;I Burnett said. allowed the two Mchnnell Douglas you heard," one controHer expect ElOs to be on the same runway at The flight continued to Seattle, said in speculating about what the same time. One of the planes with the passengers apparently un- might have happened. was taking off and the other was aware of the incident, Burnett said. The hard is studying tapes of taxiing across the runway. l'he plane that was taxiing subse- radio transmissions by both control- The plane taking off cleared the quently flew to Phoenix, lers, but there is no recording of thc plane on the grouid by 50 to 200 The situation was reminiscent of conversation between them. feet, depending on which crew the world's worst aviation disaster, Visibility at the time ~f the illri- memkr made the estimate, safety when 577 people were killed in Te- dent was estiniated by tlte cn~~trol- board Chairman Ji~nBurnett said. nerife, Canary Islands, in 1977 lers at 10 miles; the official weather D.F. Nelson. the captain of the when a plane taking off collided service vis~bil~tylisting was 20 plane taking off. is Northwest's top with one taxiing. Then, too, the pi- miles. managemerit p~lotand recently par- lot of the plane taklng off atten~pted Burnett said crew nien~bersnC ticipated in special simulator and to leave the ground early to avoid a the plane taklng off told him al~rl actual flight tests on how to recover collision. hut did not have enough other lnvestigaturs tlint tlle olily from low or stall speed brought on speed and succeeded only in dray- optiorl they had other than tu Iry by dangersus low-altitude wind ging his planess tail along the run- and fly over the crossirlg aisplarlc shifts, Burnett said. way. was to go off the rullway, but that "The truly astonishing thing In that case. the pilot started his there were airplar~eson bnth sides. about this is that he saw this air- takeoff without clearance from the The airport was congested after craft in front lii him when he was tower. In Minneapolis, "both crews a heavy srlorvstorrn earlier ill lhc between 100 and 120 knots,'" Dur- were executing the air traflic con- day caused it to close for an hour. L nett said. "He rotated [pulled the trol instructions they were provid- Several taxiways and runways were nose off the ground] shy of VI." ed. no question." Michael OBRourke. clogged with snow. contributing to the congestion and delays. The safety board is looking at snow re- moval plans and operations as part of its investigation. O'Rcurke said. l'he airport was closed after another airplane aborted its takeoff when one of its engines stopped because of slush 011 the runway, Burnett said. Another aircraft land- ed behind it "and they may have been on the runway at the same time," he said. Staffing levels and traffic flow at the airport will be ail inportant part of the investigation, he added. The local corltroller. hdrtt ofCi- cials said, has 24 years' expcrlence: the ground co~~troller,a nihitary veteran. only recently co!npleterf tra~njngto become fully qualified, and then transferred from Los An- geles to Mi~~neapol~sin Septeiiiber. Both controllers were rclicved of duties after the ~ncide~it. A POEM FOiR A PENSION Amro Bank, By Eurospero. You are old Supervisor, the young man said your banker in And your hair becomes thin and quite white Do you think at your age, you still the Netherlands can control The air traffic - especially at night? As the leading commercial and investment bank in the Netherlands, we Its hard I admit, the old main said are also one of the country's largest To keep them always apart retail banking organisations. It sure makes me sweat and you can bet We can offer you all the banking That it's awfully bad for my facilities you need, including foreign heart. exchange as well as bank accounts and savings deposits in any currency. Then why don' t you quit, the young man replied And give us prospects for promotion I'd welcome the chance to retire to the sun 5amro bank our bosses a But approve not such Beek, Airport phone 04402-52272 notion. Markt 11 phone 04402-74466

Though some countrfes accept, that by fifty- f ive One deserves a release from the S tress It seems the U.K. just doesn't agree Nor will the Irish say yes.

But in Belgium, France and in F.R.G. The Governments display more concern And by getting an early retirement BeEj John Hendrlks There's time to spend what you earn.

So on we go to sixty or more With medical checks every year Increased is the wearing of glasses And some of us hardly can hear.

Soon the youngsters will all become . - older Mariastraot 1 Tel.: 043-1247! Mestreach -. And the oldluns be quickly forgot Though retirement might seem attractive A.T.C. - We would miss you a lot! EINDHOVEN'S SPECIAL FLY llN

By Danny Grew.

The "Dak" from the Dutch Dakota Associa-Gion

On an otherwise insignificant day was commonly shortened simply to Dak. l fifty years ago yet another prototype But whatever it was called the aero- airliner took to the air on its maiden plane was instantly identifiable, even Slight. The date was 17th December, to the most non-aviation minded 1935. The place, Santa Manica, Califor- persons, as ft became a familiar sight nia. The airliner, a DST (Douglas both in peacetime and at war at air- Sleeper Transport) specially designed ports, airfields and airbases the world with sixteen sleepers to operate over- over - as Douglas went an to build a night transcontinental passenger ser- total of 10.665 examples. A further 487 vices. As the aeroplane lifted off the DC-3's were built under licence by the runway not even the most optimistic of Japanese and, given the designation those responsible for its design could ti-2, an estimated 2000 by the Soviet have perceived the impact which the Union. "daytime" variant was going to make on The first commerical airline the aviation world. A legend was born - service of the DC-3 was operated by. a the Douglas Commercial Three, or more DST variant of American Airlines on simply, the DC-3. 25th June, 1936, flying between New- The United States Air Force desig- York and Chicago. The first transconti- nation for it was C-47 and the Navy's nental - coast to coast - service was was R4D. Thef r pilots affectionately launched on 18th September, the same called it the Gooney Bird. The Royal year. This service took just 18 hours! Air Force named it the Dakota and this Today it is believed that possibly as many as 750 examples are still in PH-DDA Douglas C-47A c/n 19109 - active military or civil service - a Dutch Dakota Association. worthy tribute to an aeroplane which, This aircraft first flew in contrary to some rnakers'claims, has November 1943 and was operated by the never been truly replaced (although United States Army Air Force until admittedly the Fokker F-27 is making a purchased by Finnair in June 1946. The serious challenge). Finnish Air Force acquired it in June To mark the DC-3's 50th Anniversay 1963 where it stayed until it was sold the Dutch Dakota Association declared to the DDA in January 1984. the week 5 - 11 July 1985 as Interna- Total airframe hours : 36.250. tional Golden DC-3 Jubileum in The G-AMSV Douglas C-47B c/n 32820 - Netherlands . The highlight of the week Air Atlantique* was a DC-3 "meet" at Eindhoven's new First flown early in 1945 this air- airport, Veldhoven, on 16th July, as craft was handed aver to the Royal Air part of a small airshow featuring other Force in March of that year. Apart from vintage aeroplanes too. a short stint in France in 1980-1981 Sadly, because most of the few this Dak remained in the UK operating European DC-3's remaining in commercial for several airlines including Morton service were too busy earning a Living, Air Services and British Island Air- original expectations of more than a ways. It was acquired by Air Atlantique dozen Daks did not materialise and only in March 1982. six turned up. Nevertheless even six 1 Total airframe hours : 35.130. Daks parked nose to nose is a sight to G-AtWO Douglas C-478 c/n 33185 - behold at any European airport in this Air Luton. day and age. The ensueing mass forma- Delivered to the Royal Air Force in tion start-up and flight was certainly May 1945. This aircraft has also a spectacular sight - and sound! remained based in the United Kingdom The six participating Daks, toget- operating over the years for a host of her with a very brief history were: airlines including Starways, British

* < < (* ' MosL unilsual nowadays at the "'jet age"

INPUT -. Westpoint, Macedonian, Intra Airways and Air Atlantique until recently acquired by the newly formed Air Lutan. Total airframe hours : 24.745. N4565L Douglas DC-3 201A c/n 2108 - Hibernian Dakota Flight (Ireland) This original DC-3 was about the 170th to be built and was delivered to Eastern Airlines in February 1939. It later passed through several US owner- ships before going to Argentina in April 1961 where it stayed until purchased by Hibernian in 1984. SE-CFP Douglas C-47A c/n 13883 - FLygande Veteraner (Sweden) Accepted by the USAAF in October 1943. Sold to DNI, (Det Norske Luftfart- selskap AS) in September 1946. Operated in SAS colours from August 1948 until 11957 when it was sold to Linjeflyg of Sweden. In June L960 the aeroplane was sold to the Swedish Air Force with whom it remained until acquired by Flygande Veteraner in March 1983. Total airframe hours : 31.350. N151ZE Douglas R4D6S c/n 26408 - Confederate Air Force (USA) This aeroplane deserves a special mention since it flew to Eindhoven all the way from Grand Prairie TX. via: Dallas TX., Cleveland OH.: Shawville (Canada), Frobisher (Canada), Sondre (where's that?) and Amsterdam. This Stramfjord (Greenland), Kulusuk (Green- epic journey was accomplished in four land) - where the crew had to make an days with a total flying time of just NDB approach down one valley until 38 hours. visual with the field in another This particular aeroplane was built valley, Reykjavik (Iceland), Glasgow for the US Navy in October 1944 as an R4D-6s. The "Gooney Bird" then embarked an an interesting and even mysterious career which is well documented in a CAF handout but too detailed to include here. She was purchased by the CAF fa 1980. Amazingly, on landing at Eind- hoven this bird was still a baby having only logged a relatively low 13.016 hours flying time. For comparison purposes with regard to the total flying times of the above aircraft, KLMTs highest time Boeing B747 is PH-BUC which first flew in May L971 and by August this year had corn- pleted 55.704 hours flying and 12.693 cycles (a cycle = ane take-off and The highest time DC-3 known A busy airwag landing]. is still in commercial service with PBA alrllnes in the USA. The aircraft, N136PB, had logged an incredible 87.687 hours by 1st March, this year. LONDON EUROPEAN AIRWAYS By Paul Hooper. of its life the Viscaurzt can be for- given far conducting each and every manoeuvre at a leisurely pace, as one would expect of a respected, demure senior citizen; the take off and climb Modern brightly c&oused decor. A out was no exception. No sooner had we seat pitch to make IT opeators shudder. tucked away the gear and cleaned up (I Ample space under the seat in front for refer to the afrcraft!) we entered carry-on baggage and still room to cloud, which far the next 15.000 of our stretch the legs. Large oval windows 16.000 feet climb tried frantically to affording a magnificent view of the wrest our behinds from our seats and heavens whilst creating a light airy our cocktails from our very determined atmosphere in the cabin. This regular grasp. The hardened will of this flyers dream is a totally impractical imbiber wan the day. Once in the cruise proposition to commercial aircraft the air became more stable and one was manufacturers. But hold it right there. able to spend more time eyeing the cur- This is no dream - it's reality. vacious young lady flight at tendanti than struggling to establish contact between cocktail and mouth. The flight continued uneventfully to a touch down at Luton after 62 minutes in the air. By no stretch of the imagination will the Luton-Amsterdam route set the aviation world alight or break any records with regard to passenger uti li- zation. Nevertheless it does have a great deal to offer both the business- man and the leisure traveller. Luton International Airport has for some time attempted to market itself as a London A significant date in this air- airport and indeed has served the IT craft's history was November 14, 1957. market in that capacity since the On that day Viscount 802, G-AOPL, fifties. Scheduled operations at the lifted off the short Weybridge runway airport have, however, been a little and into its natural element for the sparse to say the least and the lack of very first time. Since that day the convenient, rapid transportation to anL aircraft has performed over 40.000 take from the heart of London has done offs in almost as many hours. High time little to further its promotion withfn indeed, but she still looks as natural the considerable catchment area of the among today's aerial conveyances as she rnetrapolis- Before embarking upon its did among her contemporaries 28 years opening project London European took ago. She has in that time carried the the unusual step of contracting the colours and titles of British European City of London Business School to Airways, Cambrian, British Airways, conduct in depth market research into British Air Ferries, Polar and Guernsey the needs and wishes of prospective Airlines. Today she sits alongside gate passengers within the Luton Airpart C38 at Amsterdam's Schiphol Airport catchment area. The catchment area was proudly sporting the blue white and defined not in terms of a fixed radius yellow livery of new owners, London from the airport but by careful consi- European Airways, and appropriately deration of passenger convenience fac- registered G-LOND. tors over other airports. This took Off the blocks we embarked upon the into account the various modes of taxi to runway 01L several and a half transportation available to each of the nautical miles away. Fortunately, on airport S and the calculated tf me taken arrival at the numbers we were cleared ta reach those airports by its use. to take it on the roll. At this stage Once the area and population had been In Pristine corzdition, G. LOUD prepares for departure from Li~~on in the coLours of its present operator London Ewopean

ascertained an estimation of the number somewhat cramped commuter configura- of persons likely to avail themselves tions, were not readily received by of scheduled services was made. This full fare paying passengers, although involved telephone contact with numer- during the telephone survey it trans- ous individuals who were requested to pired that 80% of those asked did not verbally complete a questionnaire of particularly care about the kind of twenty five questionsl The outcome of aircraft they flew in. Of the remaining - this costly and time consuming effort 20% many mentioned the Viscount by name was that the embryo airline was able to as their personal preference. High on predict a total of 21.000 passengers in the list of the prospective passenger's its first year of operation on the requirements was adequate leg room; the Luton - Amsterdam route and that there Viscount will indeed accommodate the was sufficient potential to warrant tallest of people. From an operating application for licenses to Paris, paint of view the airline was seeking Frankfurt and Brussels. Although market an aircraft that would break even on research would seem to be a logical the Luton - Amsterdam route at a load process prior to any route application factor of 50% or less. Initial esti- London European was informed by other mates concluded that the Viscount would airlines that: this really was not the require just 14 full fare paying pas- way things were done. Strange how sengers to make the route viable, professionalism can breed such nalvety however, this was based on the expecta- and contempt for logic! tion that the large majority of traffic I asked LEA'S Managing Director, would be business oriented which has Nigel Harford, if he wasn't being a not in fact been the case: "Eurobudget" little too optimistic inaugurating a and "Latesaver" fares attracting a new service on a new route with a 71 sizeable proportion of leisure travel- seat Viscount. In the past he had lers. According to Nigel Harford the observed that smaller aircraft, in service given to economy class passengers has until recently been too good, Luton the airline provides a free bus to the point where Club Class passen- service to the Sherlock Bolmes Hotel in gers were not getting much more for London's Baker Street. A similar con- paying much more. This anomaly has been nection is available for the outbound redressed by reconfiguring the air- flight. Passengers using private car to Luton Airport are able to avail themselves of a convenient parking arsange- ment placed at their disposal by the airline. Cars may be parked in the short term parking lot, located right outside the terminal, at the long term rate and for an unlimited period. Business travellers intending to stay at Amsterdam's American Hotel may make their room reservations through LEA'S reservation department. On arrival at Schiphol the hotel's limousine driver

London European's directors, seatad from left to right: Mike flumood, John Cumber land and Riekzard Shuker. U-igeZ Harford Cwith viscount kie!)

craft, which effectively reduced the overall seating capacity in favour of Club Class, upgrading the Club Class will meet the passenger, convey his service and downgrading the economy baggage to the hotel and complete the service, thereby creating a readily check-in formalities, thereby leaving identifiable differential. Nigel the passenger free to conduct his Harford sees this move as somewhat business elsewhere in the knowledge regrettable but recognises it as neces- that his baggage will be waiting in his sary if the airline is to attract full room on arrival at the hotel later in fare passengers. Marketing techniques the day. Alternatively, he may wish to were revised accordingly during the take the limo directly to the hotel. summer months with emphasis placed on Nigel Narf ord' s aviation career promoting Club Class. If all goes began in 1963 when he became involved according to plan and the airline in general aviation sales and charters. achieves the passenger mix that it In 1978 he became a director of Euro- envisages a break even load factor of flite. Four years later he was appoin- around 40% should be realized. ted managlng director of that company, On board service is only part of succeeding hfs present partner, Mike the overall that London European has to Harwood, charged with the task of offer its customers. On arrival at selling the airline, an act he accomplished in July 1983 when the McAlpine Euroflite's Jetstream operation. It was organization took control. From then an at this time that: McAlpinefs opted to Nigel Harfosd and Mike Harwood worked put Euroflite up for sale the conse- together on the LEA project and the two quences of -which LEA was not slow to now own 40% of the company. Both the foresee. Bids from eight other prospec- major shareholders exude a hint of tive buyers convinced LEA's directors of the possible severity of competition on their one and only route should Euroflite be acquired by one of the more established companies. In Nigel Harford's words "we felt we had to acquire Euroflite in self-defence". The LEA bid was successful and moves were immediately set in hand to prune the unprofitable sectors from the Euroflite network leaving the airline with a twice daily Lucon - Brussels service in addition to the Amsterdam route. LEA's second Viscount is due for delivery in November of this year and it is hoped that extensive marketing of the Brussels service will enable the route pride when revealing that London Euro- to be upgraded to that aircraft from pean Airways is the sole airline only the presently leased Jetstream. operation to be quoted on the London London European Airways has spent Stock Exchange. The remaining 40% of considerable time, effort and money in the stock is distributed among holders an attempt to provide its passengers, in The Netherlands, Germany, Belgium both business and leisure, with a com- and Switzerland. plete package. The object of this is The Euroflite saga finally turned twofold. By encouraging passengers to full circle in 1985. As a result of the utilize Lutan International Airport more liberal aviation policy prevailing they are encouraging them to fly London in the UK in recent times Euroflite was European Airways - and vice versa. LEA also licensed to serve the Luton - have proved that Lucon is a practical Amsterdam route in compe~ition with alternative to London's other airports, LEA. LEA'S directors were not unduly and if their marketing efforts can perturbed by this challenge being of convince the prospective passenger Ithe opinion that their own product they've cracked it. We wish them luck, would quite easily overshadow they deserve it.

J Travelling at home and abroad For individuals and groups

Tussen de Bruggen 45,6231 CA MEERSSEN, Telefmn 043.642720 Edisonstraal 17.6372 AK SCHAESBERG, Teleioon 045-322223