4 Cfs & Wac 2015

THE

CONTROLLER April 2015 Journal of Air Traffic Control

4 CFS & WAC 2015

TION OF AIR TR ERA AFF ED IC F CO L N A T Also in this Issue N R IO O T L A L N E R

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N . 4 Safety Over the High Seas I 4 Emilio Lopez Madrigal - An Exceptional Man KVM FROM G&D IT control that towers above the rest

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G&D TowerAW A4.indd 1 30/03/2015 15:57 Contents

THE April 2015 CONTROLLER Volume 54 Issue 1 – ISSN 0010-8073

Cover photo: An-225 at Gardermoen, Norway © Sverre Ivar Elsbak In this issue

EXECUTIVE BOARD OF IFATCA Foreword from the Executive Board……...... ………...... 4 Patrik Peters President and Vnukovo Accident Protest...... 6 Chief Executive Officer NATCA's Communicating For Safety...... 8 Nellis Air Force Base - a Visit to the ATC Facilities...... 10 Scott Shallies World ATM Congress 2015...... 12 Deputy President NATCA Norway Annual Meeting 2015...... 14 Atypical Pilot Contracts...... 15 Space Based ADS-B...... 16 Duncan Auld Executive Vice-President Technical Safety over the High Seas...... 20 Spreading the Word - Teaching Cadet Pilots about ATC...... 22 Flying in Laos...... 24 Eric Risdon Software Defined ADS-B Receivers...... 27 Executive Vice-President Professional An Exceptional Man - Emilio Lopez Madrigal...... 28 Aviation During WWI: part III - Dogfights & Flying Aces...... 30 Charlie's Column...... 34 Jeremy Thompson Executive Vice-President Finance (acting)

Keziah Ogutu Executive Vice-President Africa and Middle East

PUBLISHER REGIONAL EDITORS IFATCA, International Federation of Phil Parker, Asia Pacific John Carr Air Traffic Controllers‘ Associations Serge Tchanda, Africa & Middle East Executive Vice-President 360, St Jacques · Suite 2002 Americas Montreal, Quebec · H2Y 1P5 · CANADA COPY EDITORS Paul Robinson, Jez Pigden, Brent Cash, Phone: +1514 866 7040 David Guerin Alasdair Shaw & Helena Sjöström Fax: +1514 866 7612 Mike O'Neill Email: [email protected] Executive Vice-President Asia and Pacific EDITOR-IN-CHIEF Philip Marien Van Dijcklaan 31 Željko Oreški B-3500 Hasselt, Belgium Executive Vice-President Europe email: [email protected]

DEPUTY EDITOR Philippe Domogala email: [email protected] Philippe Domogala Conference Executive CORPORATE AFFAIRS Vacant

DISCLAIMER: The views expressed in this magazine are those of the International Federation of Air Traffic Controllers’ Associa- tions (IFATCA) only when so indicated. Other views will be those of individual members or contributors concerned and will not necessarily be those of IFATCA, except where indicated. Whilst every effort is made to ensure that the information contained in this publication is correct, IFATCA makes no warranty, express or implied, as to the nature or accuracy of the information. Further distribution of this publication is permitted and even encouraged, as long as it is not altered in any way or manner. No part or extracts of this publication may be reproduced, stored or used in any form or by any means, without the specific prior permission of the IFATCA Executive Board or Editor, except where indicated (e.g. a creative commons licence). The editorial team has endeavored to include all owner information, or at least source information for the images used in this issue. If you believe that an image was used without permission, please contact the editor via VISIT THE IFATCA WEB SITES: http://www.the-controller.net www.ifatca.org and www.the-controller.net THE CONTROLLER 3 4 Foreword SOCIAL MEDIA

A Blessing And A Curse In One

by Patrik Peters, ^ IFATCA President & CEO

ith our annual conference only Boards attention that individual members a few days away, the Executive as well as complete member associations WBoard has been engaged in all of IFATCA have been restricted in their sorts of preparatory work to make this national and/or international work. Whilst conference week with our representatives the Federation will always support its and members a success. This years’ annual Member associations to protect and gain conference also marks an exciting mile- more influence with their national entities, stone as we conclude the first year with it is of paramount importance that we a new team of board members. I am very together promote the goals of IFATCA. pleased being able to say that we have a Member associations have an obligation very dedicated and well-functioning Ex- towards their Federation to be actively in- ecutive Board team. When we started off volved and share the knowledge gained a year ago, we drafted an ambitious cata- at regional and annual conferences. The logue of tasks and projects we needed future of our ATC profession demands and wanted to tackle. We worked hard and the communication of ideas and experi- Unfortunately, some people are learning despite having achieved a lot - not all of ences on an international level. this the hard way. Their innocent posts those points could be resolved. One ma- have been taken out of context, and even jor hurdle was that it has become increas- The potential of technology and the ubiq- altered, to undermine and slander the im- ingly difficult for a number of the Executive uity of social networks can be a big enabler age of themselves and the air traffic con- Board members to find the time required - if chosen wisely. The Internet and more trol profession. As it's hard to imagine a to perform Federation work. The more so, specifically the use of the IFATCA website world without internet and social media, we are very appreciative of those service and social media empowers us to publish as a Federation we must warn and edu- providers supporting IFATCA's goals and fast, extensive and globally. Where physi- cate people about the possible boomer- its voluntary workers. cal attendance is impossible, the use of a ang effect an seemingly innocent post web streaming feature or the production may have... It has been one of the team’s goals to raise of tutorials allows us to close gaps. The Ex- our profile with other international bodies. ecutive Board is studying these latter pos- Dear members, - keep up the good spirit Gaining more visibility allows other organi- sibilities to further the interaction with the and assist us in promoting our profession. zations learn and benefit from our work, as Federations’ members. It is your Federation! I am looking for- a non-political, voluntary and non-profit ward to meet you all in Sofia at our annual Federation. This provides us with more Improved visibility of the Federation for conference. opportunities to raise the controllers’ voice our members will unfortunately also cre- in a regional and global environment that ate vulnerability. I would like to take this Professionally yours, has become increasingly hostile towards opportunity and urge every individual aviation professionals. member to scrutinize his or her posts on Facebook or Twitter. Be aware of the pub- Promoting our work and showing the lic nature of your submission – no matter potential a good collaboration between how you manipulate the security settings service providers and front line operators – whatever you push out into the World can have, benefits the overall system. Un- Wide Web – it is public and retrievable. fortunately obstacles such as economic interests and incomprehensible decisions [email protected] curtail this potential. On several occasions it has been brought to the Executive

THE 4 CONTROLLER INVITATION WORLD CONTROLLERS‘ CUP The Global Soccer Tournament for Air Traffic Controllers & Pilots

88 to 1144 , NNOOVV,2001155 MMEEXXIICCOO Riviera Maya, Playa del Carmen

WHO CAN PARTICIPATE?

WHAT IS REQUIRED?

To ﬁnd out if there are any colleagues from your country participating send an email to [email protected] 4 JustCulture

Photos: © LCDR 6 CONTROLLER THE

4 Just Culture VNUKOVO ACCIDENT PROTEST by Philip Marien, ^ Editor The Controller, IFATCA

We reported in the last issue on the accident at Vnukovo airport committed traffic safety violations under article 263 of the Penal that killed Total CEO Christophe de Margerie on October 20th Code. 2014. Along with three others, he was killed when his jet hit a snow plough during take-off. The controller on duty at the time Even though the outcome of the investigation is not expected was arrested as were 2 of the snow plough operators. A trainee before the end of May 2015, the investigation into the criminal controller and the head of operations at Vnukovo airport were case of the above five suspects has been completed. Final charg- placed under house arrest. es have been brought against them. In addition, similar charges were also filed against the head of Moscow’s Air Traffic Control On November 8th 2014, about 100 people protested the arrest Centre. and detention of two air traffic controllers and the director of operations of Moscow’s Vnukovo airport. More information can be found via the following links: The group of protesters gathered outside the airport and included controllers, airport staff and pilots. They demanded the release of “Sveta, Sascha and Roma”, as the initial investigation into the ac- Le Courrier de Russie 13NOV2014 [French] cident had failed to reveal any wrongdoing by the control staff. Le Courrier de Russie 11MAR2015 [French] The interim report of the Russian Civil Aviation Safety Investi- gations Bureau (MAK), with support from the French Bureau RAPSI [English] d’Enquêtes et d’Analyses (BEA) explicitly states that the runway was clear when the take-off clearance was given to the corporate jet. It also confirmed that no authorization had been given for the Thanks to http://www.lecourrierderussie.com and Thomas Gras for snow plough to be on the active runway. Nevertheless, together permission to use their photos. with those operating the snow plough, they are accused of having

THE CONTROLLER 7 4 Americas

NATCA’s COMMUNICATING FOR SAFETY Safety Is In Our DNA

^ by Patrik Peters, IFATCA PCX & CEO The National Air Traffic Controllers Asso- conference with a keynote address focus- FAA assistant administrator for NextGen; ciation (NATCA, USA) hosted its annual ing on the important need to talk about Tom Costello, correspondent, NBC News; Communicating for Safety (CFS) confer- aviation safety. “We are all here because Gordon Graham, risk management expert; ence March 2-4 in Las Vegas. The event has safety is in our DNA. Our common dedi- and James H. Fallon, Ph.D., Professor grown from 40 attendees in 1999 to more cation to creating the safest transportation Emeritus of Anatomy & Neurobiology and than 1,500 this year, further reflecting the system in the world brings us together to Professor of Psychiatry and Human Behav- growing level of collaboration between start conversations that move the needle ior at the University of California, Irvine. NATCA, the Federal Aviation Administra- on aviation safety.” tion (FAA), the international aviation com- Several panels were conducted covering munity and industry stakeholders. Rinaldi stressed the increasingly global topics on how voluntary reporting has ad- nature of aviation and the airspace. This vanced aviation safety, aviation weather, This year IFATCA participated, following conference hosted aviation safety profes- human factors in pilot and controller com- its Executive Board meeting, with several sionals from around the world. “It really munications, foundations of professional- members of the Board. DP Scott Shallies, doesn’t matter where we’re from or what ism, and the national safety initiative. A EVPP Eric Risdon, EVPT Duncan Auld, system we work in, we are one large avia- special presentation focused on the in- EVP AFM Keziah Ogutu, EVP EUR Željko tion community, one worldwide airspace,” credible story of how nearly three-dozen Photos: DP & NATCA Oreški, EVP ASP Mike O'Neill and PCX Rinaldi said. “We’re the same breed, the facilities responded to the Chicago Center Patrik Peters proudly represented IFATCA same family, the same DNA, and together outage over 17 days last fall. in a booth in the exhibition hall with infor- we can implement the unbelievable.” mation promoting the Federation and our Together with other international guests, annual conferences, both Sofia/Bulgaria Other speakers at this year’s event in- IFATCA President Patrik Peters participat- April 2015 and the following year 2016 in cluded FAA Administrator Michael Huerta; ed in a panel on air traffic control moderni- tandem with the CFS Las Vegas. Christopher Hart, acting chair, National zation and safety. Introduced by Teri Bris- Transportation Safety NATCA President Paul Rinaldi opened the Board; Edward Bolton,

THE 8 CONTROLLER 4 Americas

tol, COO of Air Traffic Organisation, FAA, NATCA's Director of Safety and Technology (and former IFATCA EVP Finance). Dale Wright and Radio Technical Commission for Aeronautics (RTCA) President Margaret Jenny moderated the discussion providing a national and international perspective on NextGen and other safety topics. Panel- lists discussed PBN procedures in the US, new technology introduced at controller workstations at National Air Traffic Services (NATS/UK) and compared those with pilots' experiences with new technology and procedures to enhance safety and efficiency. Peters highlighted the importance of train- Members’ Finest Work Honoured ing from a global perspective and gave examples of how technology can assist con- at Annual Awards Banquet trollers in dealing with traffic shifts due to re-routings around conflict zones. On March 4, the National Air Traffic Controllers Association (NATCA) honored air traffic controllers involved in nine flight assists from around the U.S. at the On March 4, NATCA concluded CFS with its 11th annual Archie League Medal of Safety Awards. 11th annual Archie League Medal of Safety Named for the first air traffic controller, the NATCA Archie League Medal of Awards banquet. Named after the first air Safety Awards honors the top examples of skill, dedication and professionalism traffic controller, Archie League, the awards demonstrated by NATCA members in the previous year. Each honoree saved a honour top examples of skill, dedication life or lives in emergency situations. and professionalism demonstrated by NAT- CA members in the previous year. “Every day, air traffic controllers keep us safe and sound, seamlessly,” said NATCA President Paul Rinaldi. “Controllers will say it’s routine, but these as- “These award winners went to work ready sists are remarkable and life saving. These men and women provided help during incredibly tough moments; they demonstrated an unbelievable com- to handle anything,” Trish Gilbert, NATCA bination of skill, quick thinking and grace under pressure. We are proud to Vice-President said. “They relied on their recognize their exemplary efforts.” training, their skill, their team and their supreme professionalism. These incidents The honorees include a Houston TRACON air traffic controller who provided all ended safely because of the controllers assistance to a pilot stuck above the clouds in terrible weather for two hours using every available tool at their disposal. and was getting low on fuel; a controller at Potomac Consolidated TRACON They were determined to do whatever was who prevented a collision between two aircraft flying under visual flight rules; needed.” a Central Florida TRACON air traffic controller who spotted a pilot heading directly into the path of a commercial aircraft and prevented a collision; and two Boston Tower air traffic controllers who prevented a runway collision between Participation at the CFS not only was a two commercial aircraft. learning exercise for all of us who attended, it also offered a great opportunity to ex- “These award winners went to work ready to handle anything,” said NATCA change views and discuss with our sisters Executive Vice President Trish Gilbert. “They relied on their training, their skill, and brothers of NATCA and other interna- their team and their supreme professionalism. These incidents all ended safely tional organizations. We thank NATCA for because of the controllers using every available tool at their disposable. They were determined to do whatever was needed. Congratulations to them on the invitation as we all enjoyed the warm their incredible performances.” welcome by the delegates.

Watch the awards ceremony on the NATCA YouTube Channel. IFATCA is looking forward to a continued good collaboration and invite NATCA See the photo album of the awards ceremony on the NATCA Flickr Page. members to actively participate in their Federation - for example at the upcoming The 2015 Archie League Medal of Safety Award winners: conferences in Sofia/Bulgaria 2015 and Las Vegas 2016. ^ Alaskan Region: Parker Corts, Anchorage Center Central Region: Travis Arnold, Omaha TRACON Eastern Region: Joseph Rodewald, Potomac Consolidated TRACON [email protected] Great Lakes Region: Justine Krenke, Adam Helm, and Mike Ostrander, Green Bay Tower/TRACON New England Region: Kelly Eger and Sarah LaPorte Ostrander, Boston Tower Northwest Mountain Region: Mark Haechler, Al Passero and Matt Dippe, Seattle Center Southern Region: Sarina Gumbert, Central Florida TRACON Southwest Region: Hugh McFarland, Houston TRACON Western Pacific Region: Jesse Anderson, Brackett Field Tower

More information about the award winners, their stories, and the audio recordings of the events, with transcripts can be found via the NATCA page.

9 4 Americas NELLIS AIR FORCE BASE

A Visit To The ATC Facilities

^ by Philippe Domogala, Deputy Editor

During the IFATCA Executive Board meet- which shows the ing, held last February in Las Vegas, board traffic in the ter- members visited the ATC facilities at the minal area as dis- nearby Nellis Air Force Base. This was played to the ter- made possible thanks to Capt. Matthew minal controllers. Francom, the unit’s ATC commander. About 60 controllers work here As expected, security to enter the base and their main was tight and it took a while to have our challenge is to photos taken and passes issued. Once integrate the vari- these formalities were out of the way, a ous aircraft types waiting bus took us to the TWR, located on operating on this the opposite side of the airport. The ride base: these range gave us an opportunity to appreciate the from bombers such as the B1s and B52s we high on adrenaline and short of fuel. All size of the base, and gave us a distant view saw, to all variants of the fighter jets includ- this adds to the pressure for the control- of a long line-up of B-1 and B-52 bombers. ing F-16s, F-15s, F-22s, A-10s. More recent- lers. On the positive side, 99% of the time ly, the new F-35 was also being flight-tested the weather is good in Nevada! In addition to the operational squadrons here. Then there are helicopters, C-130s based here, the base is used for test and and almost every other type of aircraft you We then visited their terminal facility, training purposes. These make extensive can think of. As if that wasn’t enough, it is which includes the approach and area con- use of the enormous military operational also home of the Thunderbirds, the USAF’s trol centres. Security is even tighter here. training area to the north of Las Vegas. aerobatic display team. These use F-16s and Visitors and staff are required to leave their This area covers the infamous Area 51, practice here regularly. mobile phones behind. There are huge which often features in the movies. This signs everywhere to remind staff about massive area is known as the Nevada Test The huge performance differences of these this, including a crushed phone under a and Training Range (NTTR). It is the largest aircraft make them difficult to integrate. rock at the reception area reminding peo- contiguous air and ground space available Although the number of movements is not ple of what happens to their phone if they for peacetime military operations in the that high (around 77.000 in 2014), traffic forget to hand it in! It’s a bit more forceful free world. can come in very concentrated peaks dur- than the “Turn off - Tune In” slogan that ing the day. Fighter aircraft returning from NATCA uses in FAA facilities. Last Septem- The tower cab has all the normal facilities practice combat missions can be a special ber, the facility was upgraded to use the a civil one would, including a radar screen, kind of challenge, as the pilots are usually new US ATM System, STARS, which allows

THE 10 CONTROLLER 4 Americas

automatic hand-off to the FAA’s ATC system. In the TMA area, they control traffic up to 23.000 ft. Within the training range, this goes up to unlimited, which in practice is about 60.000 ft. They can have up to 16 sectors, but only 13 are in fact used to cover both the terminal area around the base and the training range. Most of their work is to separate, inform and integrate all the training and testing activities. This extends to include UAVs and VFR transits. Perhaps surprisingly, VFR traffic can transit the area as long as they do not look like military aircraft: otherwise they could be mistaken as targets!

They all operate 24/7 with around 90 controllers. As in other places, controller training and validation is an issue, mainly due to complexity. Their current failure rate is quite high, at around 70%, comparable to what other high complexity units experience across the world. There are also Located near the ATC facilities is the hangar are a Sukhoi Su-7 and a MiG-17, some private controlling agencies that co- Threat Squadron, which operates Russian but far more modern Russian jets are also ordinate specific tasks, like flight testing, equipment bought around the world to act at their disposal. which are co-located in their facility. as targets for the USAF. In front of their All-in-all, a very interesting and informative visit that gave us a glimpse into a lesser 4 A B-1B Lancer taxis at Nellis AFB. In the background, the Las Vegas skyline. known side of aviation, despite having to Photo: U.S. Air Force photo/Staff Sgt. Siuta B. Ika work alongside them every day.

A special thanks to Sgts Diaz and McNeese for their time and friendly reception during the actual visit, and to Capt. Francom for authorising our tour of his facility. ^

[email protected]

THE CONTROLLER 11 4 Conference WORLD ATM CONGRESS 2015

March 10-12 2015, Madrid, Spain

^ by Phlippe Domogala, Deputy Editor

If there was a buzzword at this 3rd World promoting IFATCA’s points of view. gloomier than ever before. Most people ATM Congress, it was “remote”. Nearly A visible trend this year was also the seem to agree, at least when talking to every stand was promoting a product or increasing number of service providers them informally, that they serve little other service that was promoting a product or (ANSPs) that had massive, impressive and purpose than nice “talking clubs” rather service that would enable something to be probably very expensive stands. They than as anything “functional”! done remotely. Naturally, Remote Towers really gave the impression of trying to sell were prominently featured, but there were an actual product alongside the “real” An odd paradox perhaps was that some also remote virtual centers, remote AIS manufacturers. It probably shows that of the larger ANSPs had smaller stands in and pretty much anything else in between. competition among ANSPs is really heating the exhibition than some of the ones they This year, the congress part of the event up. It also makes you wonder how these are targeting for a take-over. It certainly had a much larger attendance than the entities are going to cooperate: because looks as if these smaller ones won’t give two previous editions. According to the the news and future of the European up without a fight. organiser’s website, there were around Functional Airspace Blocks (FABs) looks One of the most visited stands – it even had a queue in front of it on Wednesday IFATCA PCX & CEO Patrik Peters during 4 – was that of Frequentis. This Austrian one of the panel discussions. manufacturer of voice communication equipment demonstrated its tools for remote control towers. But at the same time, Thomas Fränzl, their New Business Development Manager and well known to IFATCA, gave a very down-to-earth view during one of the many “educational workshops”. He warned that the remote towers concept is much more than a camera on top of a mast: it requires an extensive infrastructure, not in the least reliable high-speed connections and

7000 people attending the exhibition, 200 exhibitors and 300 attending the conference part.

Sharing a booth with our U.S. NATCA colleagues, IFATCA was present at both the exhibition and conference. Patrik Peters, our President & CEO actively participated in discussions and panels (one on “Just Culture” and another one on “Making Smart Choices”), delivering and

4 Stand of Guntermann & Drunck THE 12 CONTROLLER 4 Conference 4 ROMATSA (Romania) was one of the many service providers with a stand.

4 Demonstration at the Frequentis stand.

4 One of the pioneers of the Remote Tower concept, SAAB

After the accident of the Turkish Airlines Airbus 330 in Katmandu, while performing an RNP (RNAV) approach, there were a All photos: Philippe Domogala lot of discussions regarding these types of procedures and on the different GPS augmentation systems in place. The European one, EGNOS, is now operational and many regional operators are already using it. An increasing number of airports are introducing RNAV approaches with Vertical guidance, down to 200 feet back-up systems. Combining all these to Risdon, our EVP Professional, mostly decision height (the LVP-200) using work seamlessly together is not as simple manned the booth. We placed a lot of EGNOS as a kind of “virtual ILS”. We’ve as it sounds and the end-product could focus on professionalism and clarified that been invited to Toulouse next May to be expensive, perhaps contradicting what safety should always be the top priority. see some demonstration flights using the some advocate it to be... Many exhibitors came to visit us and all system. More on this in next issue. indicated that they would like to be more IMTRADEX, the winner of our first IFATCA involved with us. Some even expressed Everyone present in Madrid seemed very Technical Award was also present and interest to join as Corporate Members. satisfied with this year’s event. It’s an seems to have gained lots of interest for Particularly worth mentioning was the invaluable opportunity to network with their nice new headsets. excellent contact with Airbus, through their manufacturers, providers, decision makers "ProSky" division. Closer cooperation and others. Next year, the World ATM The CANSO conference/panel discussion with them is expected in the future. Congress will reconvene again in Madrid, consisted of four sessions spread across from 8-10 March 2016. ^ two mornings. They brought together speakers from all branches of the industry to discuss different aspects of Air Traffic 4 The IFATCA Management. During one of the sessions, delegation phrases like “controller salary reductions“ and NATCA's and “more flexibility from highly paid Trish Gilbert controllers is required” were mentioned, at the shared as was the prospect/threat of moving booth. operations to low-cost countries. Though it was perhaps not surprising given the focus on remote operations in the exhibition area, and we’re unsure whether it was said as a warning, a threat or just wishful thinking, but the remark was made.

As mentioned earlier, IFATCA shared a booth with our U.S. colleagues from NATCA. This proved to be very successful and we plan to explore whether this can be done again in the years to come. Eric

THE CONTROLLER 13 4 Europe NATCA NORWAY ANNUAL MEETING 2015

March 20-21, 2015, Stavanger, Norway ^ by Phlippe Domogala, Deputy Editor

Robert Gjonnes, President of the courts when ATC is involved. Norwegian air traffic controllers association (NFF – Norsk Flygeledereforening; www. Željko then explained how natca.no) invited IFATCA to their annual Europe is structured and meeting, Patrik Peters as President & functions with all our other CEO and Željko Oreški as EVP Europe, to partners, like ATCEUC, IATA, explain what IFATCA is and what we are ICAO, Eurocontrol, IFALPA, doing for our members; and myself to give ECA etc. to make sure our policies are some media communications training. known and interests are addressed. increased interest Patrik explained IFATCA, what we do, what Philippe delivered the media in the Federations our goals are and how we work inside our communication training in several activities. committees. He gave examples where the sessions, stating with basic techniques Federation was able to help a member on how to address the press and manage Initiatives linking association, or an individual controller television interviews. This was followed us directly with being caught in a difficult situation, like by a lecture on how to use social media our membership in Latvia, Uganda and Kazakhstan. He highlighting its dangers and potential. are very valuable furthermore explained the difficulties we and are definitely worth further exploring are facing with accidents (like the recent A formal dinner concluded the day. Local and encouraging. With our current one in Vnukovo/Russia) where individual controllers and several retired members membership at 132 different associations, controllers are arrested and facing legal were invited. As usual, its was a superb it is certainly not possible to attend every charges for executing their profession. organization by our Norwegian MA. We MAs annual meeting. But every MA should would like to thank Robert, Christian, consider doing this once in a while. It is a PCX reported about the work IFATCA Sverre and Tom for their invitation and very positive experience for both parties. is doing to promote just culture and the hospitality. It was a great opportunity Once again - Norway shows its leading education of the judiciary through the to explain IFATCA to the Norwegian role amongst our member associations in training in the EUROCONTROL/IFATCA executive board, representatives and Europe.^ prosecutor courses. These courses are members. A better understanding of what [email protected] held twice a year, providing experts to our work consists of will hopefully create an

THE 14 CONTROLLER 4 Conference ATYPICAL PILOT CONTRACTS New European Study Confirms Trend and Raises Concern

^ via the European Cockpit Association (ECA)

At a conference on Atypical Forms of Young pilots are the ones who are Employment in Aviation was held in most affected by such casualisa- Paris in February 2015. During this tion of labour. 40% of 20-30 year gathering, the outcomes of an ex- old pilots are flying without being tensive academic study led by the directly employed by the airline. University of Ghent (Belgium) and While finding a job is difficult for an international network of research- young pilots in the first place, they ers were presented. It was organised also face situations where they end with the assistance of ECA, the Asso- up subsidising their airline, e.g. by ciation for European Airlines (AEA), paying the airline to fly its aircraft and the European Transport Workers in order to gain flight experience Federation (ETF). (“pay-to-fly” schemes). This creates potential conflicts of interests The study was co-financed by the Eu- for an independent safety profes- ropean Commission and carried out sional, and constitutes straight fi- on behalf of the European Sectoral nancial exploitation. Social Dialogue Committee for Civil Aviation, which comprises the social Much of this is possible because partners from the airlines, both em- the existing legislation has loop- ployers and employees. holes or is not enforceable. Social security legislation, labour rules, The study found that an alarming and safety regulations must be number of pilots are working with no adapted to ensure that employ- direct link to the airline they actually ment models and management fly for. Some airlines, especially in the modes do not harm fair competi- low fares sector‚ draw significantly tion, nor damage the wellbeing or upon such a “casualised” workforce. safety of passengers and crew. Surveying over 6000 participants, more than 1 in 6 pilots in Europe ”The study represents a real mile- are ‚”atypical” employees, i.e. working According to the researchers, self-employ- stone - the most comprehensive, rigor- through a temporary work agency, as self- ment is one of the most prevalent types ous, and concrete attempt to quantify and employed, or on a zero-hour contracts of atypical employment. 7 out of 10 of all qualify some of the employment problems with no minimum pay guaranteed. self-employed pilots work for a low fares in the aviation industry.” says Jon Horne, airline. Yet, self-employment is sometimes Vice-Chair of the Sectoral Social Dialogue ”The study clearly shows that casualised used to disguise what is in reality regular Committee. ”We are keen to analyse and pilots are worrying about their working employment. This creates an unfair com- discuss together with decision-makers the conditions and where to pay their taxes petitive advantage for those airlines that action needed to ensure long-term stabil- and social security. This puts crew under use it and severely distorts the aviation ity in European air transport, in particular disproportionate strain”, says Emmanuel market. with regard to the detrimental burden Jahan, Chair of the European Sectoral placed on younger pilots, exemplified by Social Dialogue for Civil Aviation, which The study also reveals the safety implica- abhorrent “pay-to-fly” schemes.”^ commissioned the study. “For the social tions of bogus self-employment: nearly half partners a strengthened “home base” of self-employed pilots struggle to amend More information, including the full re- principle for air crew is the key criterion instructions of the airline based on safety or port, can be found on the towards a common definition of the work- liability objections. Casualisation of labour ECA website. place in labour and social security laws." in aviation is more than just about avoiding social security and taxes. It raises serious concerns about the safety of the industry.

THE CONTROLLER 15 4 Technology SPACE BASED ADS-B

The Next Layer of Air Traffic Surveillance

^ An interview with Vincent Capezzuto, Aireon Chief Technology Officer

Since the 1940’s, controllers have relied surveillance system will allow for real-time rates suitable for air traffic surveillance. on radar as their primary method of ADS-B data transmissions to Air Traffic surveillance. In recent years, technology Management (ATM) automation platforms Each satellite contains a highly sensitive such as Automatic Dependent Surveillance and controllers in every FIR, throughout receiver, designed to collect ADS-B – Broadcast (ADS-B) and Wide Area the world. transmissions and interact with Iridium’s Multilateration (WAM) have become mesh network of receivers, satellites accepted alternatives for radar, providing Aireon’s Chief Technology Officer, Vincent and antennas, making the system highly detailed aircraft information to controllers Capezzuto, explains how Aireon’s space- available, redundant and dependable. and pilots. Current ADS-B and radar based ADS-B surveillance data will change systems are limited to line of sight, leaving the way controllers see aircraft throughout Aireon’s flexible receiver design takes an estimated 70% of the world’s Flight the world in 2018 and beyond. full advantage of the upcoming ADS-B Information Regions (FIR) uncovered by transponder mandates around the world any real-time surveillance. How does space-based ADS-B ensuring compatibility with all 1090 ADS-B surveillance work and what makes it versions currently in use. This will allow Controllers have become familiar using such a unique solution? airlines to maximize the benefits of their tools that enhance their situational Aireon is leveraging the investments that investment in this technology. awareness such as Automatic Dependent Iridium made in their new Iridium NEXT Surveillance – Contract (ADS-C), but with constellation by leasing space for Aireon’s Aireon’s space-based ADS-B surveillance restrictions in both aircraft equipage and ADS-B receivers on 72 Low Earth Orbit will introduce improved predictability to an update rate between 10-18 minutes, (LEO) satellites. The LEO satellites will any air traffic system. most controllers remain limited in their orbit approximately 485 miles above the ability to provide the desired optimum earth and each satellite will be cross- Why do we need space-based ADS-B for flight profile of modern aircraft. linked, creating a dynamic network to that? ensure continuous availability in every FIR It is imperative that controllers have In 2017, Aireon's space-based ADS-B on the globe with low latency and update enhanced situational awareness, from a

THE 16 CONTROLLER 4 Technology

system. In the sky, the Iridium constellation operates with 66 active orbiting satellites, 6 orbiting spare satellites and an additional 9 satellites on ground, all intended to sustain the service. Service providers will ADS-B be continuously updated with a map equipped aircraft containing the status of coverage across and there will be no requirement for service volumes and flight information global any ground-based investments by the Air regions. In the unlikely event of a failure, perspective. With the Navigation Service Provider (ANSP). the status map will automatically reflect introduction of space-based ADS-B, the failure and predict where coverage will controllers will have visibility into So how does it compare to other degrade. The prediction is very accurate neighbouring FIRs and experience aircraft solutions, such as ground-based ADS-B as the motion of the satellites is precisely track improvement in continuity. This and ADS-C? modelled. means the controller will be provided with Space-based ADS-B will offer the same real-time information that is consistently efficiency gains that ground-based ADS-B On the ground, the Aireon processing updating the aircraft track in all areas of the offers to airlines and service providers, but system will be redundant across multiple FIR, essentially eliminating blind spots and without the significant cost and lead times dedicated locations. This redundancy will radar stitching across sector boundaries. it takes to build ground infrastructure. allow Aireon to continue to operate during A radar site easily costs USD 1 million emergencies such as communications Reducing the time it takes to establish an per year to operate and maintain, where failures and natural disasters. Aireon aircraft position from minutes to seconds ADS-B costs only a fraction of that amount. will staff a 24-hour operations center will empower controllers to offer more Aireon will simply extend those benefits to continuously monitor the status and flexibility and control of aircraft in their across the entire FIR. performance of the system, including links region. The current goal is to enable 15Nm to Service providers. The operations team separation standards with a combination Space-based ADS-B takes advantage will be trained and ready to respond to any of High Frequency (HF and Controller Pilot of the existing world-wide mandates, critical situation. Data Link Communications (CPDLC) in the meaning airlines will be equipping with the oceanic domain. With direct controller- avionics anyway and now they will realise The system will undergo rigorous testing pilot communication, 5NM separation will additional benefits through the use of both over the next two years. The testing be achievable for ANSP’s to use as a sole oceanic and terrestrial services. ADS-C will be done by Aireon and its launch surveillance source or as augmentation to is designed for oceanic services and it customers in the North Atlantic and an existing surveillance infrastructure. requires airlines to equip with specialised Europe and will ensure all safety cases avionics, which in many parts of the world, are being completed. With the first Another use scenario is to have space- only a small percentage of carriers actually launch of satellites coming up this year, based ADS-B as an independent use. This limits the controller to providing and the constellation completed in 2017, contingency layer of surveillance for a safer the surveillance standards based on NAV CANADA, ENAV, IAA, NAVIAR and and more predictable surveillance picture the lowest equipped aircraft in the mix, NATS will have several years to prove for controllers, in the event of a legacy limiting overall benefits to airlines. the concept before implementing it, with system outage or malfunction. In this many ANSP’s in the process of joining this scenario the service would be established Adding actual real-time surveillance over group of pioneers. but turned off until needed to support the oceans and remote terrain using existing emergency response. avionics will drive billions in fuel savings So, space based ADS-B will really for airlines, far outweighing the costs transform the way we see the sky in What will a space based ADS-B target of implementing the system. There is 2018? look like to a controller? already a positive business case through Absolutely. ^ Aireon is aiming to make system fuel savings for airlines by just allowing integration seamless for controllers. optimum flight levels using existing [email protected] communications. It will save an estimated Aireon’s ADS-B system will behave in a USD 127 million in fuel between Gander very similar way to ground based ADS-B, and Shanwick in the first year of operation and to many automation platforms, it in 2018. will be treated as any another layer of surveillance. Optically, there may not even Will there be a risk if the system fails be a difference other than displaying more and I have no surveillance image? aircraft as “surveillance identified.” Aireon’s system is highly available, intended to support the function of Air For controllers, there will no longer be any Traffic Control (ATC) separation. Aireon blind spots in FIRs. All areas of the world is able to achieve the availability through will have full surveillance capabilities for the deployment of a multi-redundant

THE CONTROLLER 17 TION OF AIR TR ERA AFF ED IC F CO L N A T N R IO O T L A L N E R

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Performance Tomorrow How PBN is shaping our profession IFATCA PANEL 2015 23. April 2015

10:00 - 12:30 featuring speakers from Hotel Kempinski Zografski IATA, IFALPA, NATCA/USA & Sofia/Bulgaria IFATCA. TION OF AIR TR ERA AFF ED IC F CO L N A T N R ext eneration viation rofessionals IO O N G A P T L A L N E R

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S - what is the Task Force doing?

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ICAO Workshop NGAP & Competency based training

by Nicole Barrette, Technical Specialist ICAO and Ashley Lauryssen, Training Strategies Manager EUROCONTROL

NAL FEDERA ATIO TION N OF - A R IR E T T R IN A F F I C

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Performance Tomorrow How PBN is shaping our profession IFATCA PANEL 2015 23. April 2015 Kempinski Zografski Hotel IFATCA Conference 10:00 - 12:30 featuring speakers from Room Soﬁa 1 & 2 Hotel Kempinski Zografski IATA, IFALPA, NATCA/USA & Thursday 23. April 2015 Sofia/Bulgaria IFATCA. 13:30 - 15:00 4 Workshop SAFETY OVER THE HIGH SEAS

EUROCONTROL Expert-Workshop on Enhancing Safety for Civil and Military Flights

^ by Michael Steinfurth, Head of CMAC Division, EUROCONTROL In response to a request from its Member framework3, resulting obligations and the a State and the ICAO delegated task to States and with due regard to the ICAO different needs of civil and military actors provide safety for civil aviation over parts European Air Navigation Planning Group with the aim to enhance safety for all, with- of the High-Seas to many States with a Conclusion 56/031 on safety concerns out interfering with the international right coastline. regarding operations involving civil and of every State to freely navigate over the military aircraft over the High Seas, EU- High Seas with “due regard” to the safety The presentations from civil ANSPs and ROCONTROL has conducted a Workshop of civil aviation. IATA showed that it has become standard looking at options to increase the safety practice for civil aviation to operate over for civil and military flights over the High To start the workshop, existing legal and the High Seas in a similar fashion as above Seas on 2 and 3 March 2015. regulatory frameworks have been tabled national territories, applying rules and pro- by presentations of the EUROCONTROL cedures as in controlled airspace (Class A, More than 70 civil and military technical Legal Service and ICAO, followed by sev- B, C or D). This may give civil Air Traffic experts from 24 States2, NATO, EU, IATA eral civil and military presentations detail- Control Officer and Pilots the perception and EUROCONTROL have been working requirements and applied procedures that standard minimum IFR separation cri- ing together under the “Chatham House of civil Air Navigation Service Providers, teria are mandatory. Rules” to stay outside of any political airlines and military aviation. dimension. The military presentations from States and The presentations on the legal and regu- NATO made it clear that neither States nor In his opening remarks, the Director Gen- latory frameworks reminded all workshop the Alliance will accept interference with eral of EUROCONTROL emphasised that participants on existing facts like the inter- the right for free navigation over the High the aim of the Workshop was to review national right of free navigation for all over Seas, however, they will always ensure due and understand the legal and regulatory the High-Seas outside territorial waters of regard to the safety of civil aviation, mainly

1 That, noting the growing safety concern regarding events involving civil and military aircraft over the High Seas, the ICAO Regional Director, Europe and North At- lantic, on behalf of the EANPG, encourage States and International Organizations concerned to take action, in accordance with EANPG Conclusion 51/03, to review and enhance at national and international level their civil/military arrangements and coordination procedures involving all State authorities concerned, with a view to reducing the risk of serious incidents or accidents.

2 Belgium, Bulgaria, Denmark, Estonia, Germany, Finland, France, Greece, Ireland, Italy, Latvia, Malta, Montenegro, the Netherlands, Norway, Poland, Portugal, Romania, Russian Federation, Sweden, Turkey, Ukraine, the United Kingdom and the United States.

3 United Nations Convention on the High Seas; ICAO Doc 7300; Doc 4444, Annex 2 and 11; Circular 330.

THE 20 CONTROLLER 4 Workshop

by adherence to the ICAO Rules of the Air aviation conducted over the High Seas. 44 Sharing primary radar data, including for VFR in uncontrolled airspace (e.g. Class I military radar G). n these discussions it became clear that 44 Military transponder utilisation in commercial civil aviation as it is organ- 44 Use of flight plans for military flights The measures that States have taken to ised today, civil pilots are not allowed to 44 Required airmanship and safety culture ensure “due regard” are usually tabled fly VFR or “due regard”, which means that 44 Design and utilisation of airspace over in respective national operational instruc- contrary to their differently trained military the high seas with all partners tions issued to their aircrews. colleagues, they have other perceptions 44 Developing common civil-military un- on the safe conduct of flight and generally derstanding of ‘due regard’ From these presentations, it became consider procedures under VFR or “due 44 Considering an information campaign clear to the workshop participants that in regard” as the very last option for avoid- on roles and responsibilities of all pilots a “simplified” technical-level view, the is- ing a mid-air collision. and ATCOs for flights over the high seas sue for aviation over the High Seas is the mixed mode operation of IFR (civil) and This leads to the conclusion that the differ- The results of this workshop will be pre- VFR (military) in the same airspace. ent civil and military philosophies of avia- sented at a Civil-Military ICAO Sympo- tion, based on their different operational sium that will take place mid-April in Paris In this mixed mode operation, the civilian requirements, encounter each other in and is intended to support further works side is conducting its operation with proce- an airspace over the High Seas for which to increase the safety for civil and military dures on regulatory grounds for class A, B “due regard” is the legal basis. flights over the High Seas under the ICAO C or D airspace and the military side is con- umbrella. ducting its operation on regulatory grounds This suits the military side, as it provides for class G airspace. them with the required operational flexibil- “We all know that flights over the High ity. But the high volume of civil traffic to- Seas are a delicate political issue, as it The UN Convention on the High Seas day, and the predicted increase, requires touches on the rights – agreed by interna- only knows and guarantees the free navi- a sophisticated way to safely manage this tional law - of each State to freely operate gation over the High Seas for all States, flow, supported by ground and airborne over the High Seas; nevertheless all States which strongly suggests that the only ap- automated tools. In such an environment, and relevant International Organisations plicable regulatory framework interna- a sudden and unforeseen appearance by should work together that this right can be tionally agreed by all States for the High military aircraft has the potential to create executed in the safest manner possible”, Seas would be the ICAO rules for VFR in problems for the civil ATM system. says Frank Brenner, Director General of uncontrolled airspace, like for Class G over EUROCONTROL. ^ national territory. With these different civil and military needs in mind, the workshop participants consid- [email protected] Within this scenario, the workshop par- ered civil-military information-sharing as ticipants discussed potential options to the most promising way-forward and iden- increase safety for both, civil and military tified several potential options:

THE Photo: U.S. Air Force photo/Tech. Sgt. Jason Robertson CONTROLLER 21 4 Asia/Pacific SPREADING THE WORD Teaching Cadet Airline Pilots About Air Traffic Control

^ by Phil Parker, Asia/Pacific Correspondent

The world airlines are facing a huge operate the aircraft in a safe and confident on the airline, it may take less than 5 years shortage of pilots over the coming years. manner. to get a command. Worldwide, it is estimated that 498,000 pilots will be required by 2033. In Asia Now you might say, “hasn’t that always One Training captain I know with a major alone, 193,300 new pilots will be needed. been the case?” Well the answer is no. Hong Kong airline says it’s like flying (Source: Boeing 2013). So what has that Until the last few years, the pilots recruited single pilot IFR, as until the new pilot got to do with ATC? More than you think. by the airlines had already been very gets familiar with the airline Standard Pilots are finding themselves in the right experienced when they started, with Operating Procedures, (SOPs), and the hand seat of sophisticated aircraft such sometimes thousands of hours and years ATC operating environment, they can be as the A320 or B737ADV with only a few of experience, or they have had the more of a hindrance than a contribution hundred hours under their belt, especially benefit of military training. In the past, as part of a multi-crew operation. He also in Asia and to lesser extent at the moment, they may have taken 10 to 15 years to get said that pilots with very low hours, are in the Middle East. a command. This has rapidly changed over fact scared of ATC and of using the radio. the last few years. Because of the shortage They are more concerned with getting the The experience level on the flight deck is of pilots and rapid expansion of some R/T right than flying the aircraft. getting more and more diluted every day airlines, the airlines themselves now have as older pilots retire, and this will have to their own cadet pilot training schemes, ICAO, IATA, IFALPA and the RAeS are acutely have an effect on aviation safety. I’m not where they select the pilot candidates aware of these problems and formed a saying that the low hour pilots can’t fly the and then pay for them to be trained up to working group called the IPTC, (International aircraft. What I’m saying is that there is a Airline Transport Pilot license standard by Pilot Training Consortium), which is a group big difference between being endorsed a dedicated flying training school. After put together by ICAO, IATA, IFALPA & the on an aircraft type and flying it in a busy passing an 18 month to 2 year course with RAeS to look at pilot training on a world operational environment as part of a crew. the required licenses, they do a simulator wide basis. Part of this working group is It’s already having an effect on training endorsement with their airline and then concerned with training cadet airline pilots captains with airlines as they struggle to sit in the Right hand seat of an advanced more about ATC communications than has train these brand new First Officers to multi-crew airliner. In addition, depending been done in the past. Believe it or not,

4 B747-8 simulator lined up on 07R in Hong Kong. Photos: Phil Parker

THE 22 CONTROLLER 4 Asia/Pacific

ATC communications was not mandated for legacy commercial pilot license training in the past. Pilots simply learnt as they went.

ICAO has partially changed this state of affairs in Doc 9868 with reference to the multi-crew pilot license and competency assessment requirements. This in turn requires learning more about the ATC interface during training both in the classroom and simulator. You also may not be aware that many countries, in compliance with Doc. 9868, are now putting in place regulations for multi-crew pilot training which involves the ‘progressive introduction of a sophisticated flight environment including ATC’ (Doc 9868 Para 3.10.2), as part of the pilot training 4 Controllers in an A330 simulator. course. The only trouble with this is that these cadet pilots, are being taught about ATC operations by pilots. There is nothing knowledge of the ATC system as a whole. work environment safer and more efficient. inherently wrong with this, but from my point of view, this is giving student pilots a Legislation by regulators as a result of Doc I actually started work on this education one sided view of their future operational 9868 for better educated pilots with regard process of pilots and controllers 25 years environment. to ATC, should be just part of the training ago in Hong Kong. I did this by arranging process. We controllers, as a group, ATC/Pilot gatherings, pilot briefings and I attended AAETS 2015, (APATS Aviation need to be more involved with educating visits to ATC, the use of flight simulators Education and Training Symposium), in aircrew about how ATC actually works by controllers, (an arrangement started Seoul in early February on behalf of a small instead of how they think it works. The with Cathay Pacific in 1990 and still going), company involved in training solutions for earlier in a pilot’s career we can do this, the and the writing of articles for airline crew airline cadet pilots. I made a presentation better operational outcomes, especially in magazines explaining how ATC works. on ‘Simulating ATC for Pilot Students’. the high-density environments we have. Mike O’Neill, EVP Asia Pacific, is carrying This is not just a one sided problem. on pilot visits with the help of the HKATCA There were 780 delegates there, mostly We as controllers should also obtain a members. I would like to suggest that pilots, instructors and pilot training better understanding of pilot operational other member associations get involved companies. The presentation went very problems and aircraft performance. with this sort of initiative by contacting well and I mainly discussed the fact that There is a need for initiatives at both the local flight training organizations and very few pilots know anything about ATC international and local levels for controllers airlines to promote better understanding and the problem training cadet airline and pilots to get together formally and of ATC by pilots. ^ pilots about ATC operations was that they informally for a better understanding of are being taught by pilots with insufficient each other’s problems to make our mutual [email protected]

4 Future airline pilots training at Flight Training Adelaide.

4 Airline type rating.

THE CONTROLLER 23 4 Asia/Pacific FLYING IN LAOS ^ by Philippe Domogala, Deputy Editor

Whenever I travel to a country I haven't been to before, I try to make time to make a VFR flight. So far, I've managed to do this in about 40 different countries around the world, and each time, it's a different experience. My latest trip took me to Laos...

THE 24 CONTROLLER 4 Asia/Pacific

As is mostly the case around the world, It’s clear that we’re not exactly in a 4 Our Chinese Crew a country that has the letters P.D.R. in well-regulated country: the balloons front of its name is usually not the most weren’t very new to say the least VFR-friendly. While those letters stand for and they didn’t have any registration People’s Democratic Republic (although marks. As soon as the balloons were it’s locally better known as “Please Don’t inflated and upright, a helper opened a Rush”, which is closer to the truth!) but door in one basket and the first group PDR also implies it’s a communist country, was ushered inside. For me, it was the with a military government that considers first time I saw a door on a balloon people flying VFR, especially if they are basket. Even more concerning was that foreigners, as potential spies. A friend it was “secured” with a piece of wire, who flies helicopters in the region told me which didn’t look like it offered much that they are required to bring a military protection against the door opening “observer” along on every VFR flight! mid-flight.

So although there are a couple of C172s Because I had talked to the crew parked at Vientiane airport, they are not before, I was given a bit of a VIP for hire! And definitively not by a foreigner. treatment: I was asked to join one of the pilots in the “cockpit” of one of the But in Vang Vieng, a small city some 150 Km balloons. It wasn’t more than a small north of Vientiane, I found a company that separate section within the basket, organizes balloon flights. This company with a divide separating the pilot, and is run by Chinese and offers sightseeing the gas bottles, from the passengers. flights for about US$80. If I wanted to Oddly/fortunately enough, that section get in the air, even only as a passenger, did not have a door. that seemed to be the only way. It didn’t look too bad on paper, so I decided to Without wasting time exchanging enjoyed the ride and the views rather than contact them. As I quickly discovered, pleasantries (or anything else) with his continuously talking and taking photos. language was the first barrier. Nobody passengers, the pilot turned up the Not that I can blame them – I did the same in this company spoke any English, only burners full blast and we took off. It on my first balloon flight. Chinese. Despite this, I went along and was a gorgeous evening and we were got to meet 2 of their 3 pilots. Using a lot treated to beautiful sunset views over After about 25 minutes, we started flying of gestures and pointing (something they the mountains. Ballooning is always a lower and lower. I was a bit puzzled, as are obviously very used to), I understood wonderful experience. Unlike most of the there wasn’t a site anywhere I could see that they came from Guillin in China. They passengers, I had done this before. So I that looked suitable to land a balloon. I have 3 balloons and are were knew from experience there to make money by flying that choosing the right tourists around. A flight would landing site and the last around 35 minutes at the approach technique most, as they were not allowed are in fact the trickiest to go beyond certain points parts of ballooning. We in the valley. The problem overflew some houses wasn’t any big military secret and cleared treetops or something they didn’t want and power lines by only tourists to see, but rather that a few meters. Yet there certain areas are still full of was still no open space landmines (see box). in sight. My pilot didn’t appear to be worried, A minivan picked me up at my so I simply thought: hotel and together with a few “Well, he does this more fellow-tourists, brought everyday, so who am I me to a nearby rice field. There, to worry hey?” we found 3 balloons lying on the ground, surrounded by This turned out to be a handful of “local helpers”. a wrong assumption. The passengers were nicely Obstacles were coming divided into 3 groups. No closer and closer to weights were asked or our basket. By now, checked, let alone that we everyone on board got any safety briefing: there went dead silent and were still no English speakers started to hold on tight around. without having been 4 Taking off asked or told. The pilot

THE CONTROLLER 25 4 Asia/Pacific

balloon to a parking area near For US$80, it was definitely a good a dirt road where a minibus experience. It’s a bargain when compared was waiting. A few minutes to a similar trip in other countries. Would I later, the basket finally hit do it again? Most probably, even if it would the ground softly. The pilot be a stretch to call it a “safe” experience jumped up and down to get by our western standards. When seen it a few centimeters off the from a local perspective, it probably less ground again to allow the dangerous than taking a bus trip through coolies to move it further the mountains on the way to this place. into the parking area. We all Or than riding a bike at night, which jumped to help him, which some tourist do. If you want a 100% safe made him smile for the first environment, then a balloon trip like this 4 Selfie at 2000ft time, saying “Good! Good!”, is probably the least of your worries. But with our pilot the only English words he you’ll also miss one of the nicest countries spoke during the entire trip. in South East Asia. has not said a word to anyone since take When the balloon was where they wanted [email protected] off. It seems that brushing against trees is it, a coolie opened the an effective way to keep your passengers door and everybody quiet and attentive during landing. walked out into the The Most Bombed Country in the World waiting minibus. Between 1964 and 1973, the CIA conducted a secret war against the Hò Chí Minh trail, a logistical trail used by the National Front At that point, a large tree came into view for the Liberation of South Vietnam (called the Vietcong or "VC" by at the same height as our basket. It was It was surprising to see its opponents) and the People's Army of Vietnam (PAVN), or North extremely obvious to everyone that there’s the coolies walking Vietnamese Army, during the Vietnam War. One of the results is no way we could avoid it. And we didn’t: barefooted. A local later that Laos was, and still is today, the most bombed country on earth – far more than Germany, Japan or North Vietnam. It is estimated as it turned out, it was a “flexible“ tree. It explained me that these that 80 million bombs slowed our balloon to a negligible speed rice fields are relatively still lay unexploded in and when we cleared the branches, the safe and that there’s the country. Each year, pilot threw a neatly rolled nylon strap-rope normally no snakes in these claim the lives of hundreds of people a overboard. About 10-15 metres below them, as they are “too year, mostly children. us was a very small rice field surrounded dry”. I’m sure that the By far the most danger- by trees. Five or six locals ran to grab other passengers, most ous ones are the cluster the rope, which brought the balloon to of whom were wearing bombs. These were dropped in so-called a dead stop. Then the “coolies”, as they flip-flops, would have carpet bombings by B- are called, started pulling hard to drag the been happy to know this. 52s toward the end of the war. A larger bomb delivers a load of very 4 Unexploded cluster sub-munition small bombs (locals Photo: Seabifar via wikipedia call them “bombies”), the size of a tennis ball, which explode on contact.

All Photos: Philippe Domogala Tourists are reminded not to wander outside marked roads and tracks in the wild. So, back to our notion of safety: in Laos, it’s better to land a balloon near or even in a “safe“ tree than in a wide open field where a few bombs may still lie waiting to be touched…

If you want to know more about the cluster bombs in Laos visit www.copelaos.org

THE 26 CONTROLLER 4 Technology SOFTWARE DEFINED ADS-B RECEIVERS Follow Air Traffic Using a Cheap USB Dongle ^ by Philip Marien, Editor

About 10 years ago, The Controller within the range that these cheap SDRs Some software even allows multilateration, featured an article on a personal ADS-B can receive. This means they can pick though this needs an additional GPS receiver. This enabled aviation enthusiasts up ADS-B signals broadcast by aircraft module to ensure the signals have an to receive ADS-B transmissions from and that, much like the more expensive, accurate timestamp. For those keen to aircraft. A disadvantage was that it dedicated systems discussed earlier, they experiment, it’s possible to receive all was a relatively expensive solution for can be used to show a traffic display on sorts of transmissions: decoding aircraft (occasional) home use… any PC or even tablet. In addition, they can ACARS messages; tracking and receiving also receive radio transmissions from/to meteorological agency launched weather In the meantime, some hackers have aircraft on the normal aviation band (112 – balloon data; receiving NOAA weather discovered a method to use a simple USB 138 MHz), though not simultaneously. The satellite images; listening to satellites and stick that is normally used to receive digital fact that it works on laptops and tablets the ISS; radio astronomy and much more. broadcasts (DVB and DAB). This can be means it can be a great asset to spotters turned into a powerful Software Defined and other enthusiasts. Depending on your Google “RTL SDR” will show many Radio system. setup – mainly the location and quality websites that get you started. ^ of your antenna – a range of 200 Nm is Radio components such as modulators, possible. But even with the simple antenna [email protected] demodulators and amplifiers are that usually comes with the USB dongle, a traditionally implemented in hardware range of 50+ Nm is possible. components. The advent of modern computing allows most of these A number of sites, such as flightradar24.com, traditionally hardware based components rely on a network of volunteers to supply to be implemented using software instead. them with ADS-B data. Some use high-end Hence, the software defined radio, or SDR. receivers, but others use a very simple and This enables easy signal processing and cheap setup using these dongles. Even low- thus cheap wide band scanner radios to end system, such as a Raspberry Pi board be produced. can be used to decode the ADS-B data and share it on the internet. If you’re in an area The biggest advantage of using software that has little or no coverage, some is that it can be used for a much broader sites will even provide the equipment range of frequencies than a traditional free of charge. The only thing you’ll hardware solution. If you think about an need to get going is a permanent FM radio, it’s usually limited from around internet connection. 80 MHz to 108MHz.

A simple DVB receiver, costing less than US$20, can be used to receive transmissions from around 25 – to 1750 MHz. In addition, it’s not limited to a specific modulation, such as AM or FM, but it’s limited only by what the software can be told to do. Other traditional filters, like squelch, are also handled by software. The cheapest solution currently available uses a Realtek chip called the RTL2832U. Why would this interest us? Well, you’ll notice that 1090MHz is well

4 Top: an example of a suitable USB dongle THE Middle: ADS-B decode from a number of aircraft CONTROLLER Botton: web-based tracking of aircraft within range 27 4 Europe AN EXCEPTIONAL MAN The Inspirational Story of Emilio Lopez Madrigal

^ by Pedro Contreras Blanco, former ATM Safety Manager, Aena

It's hard to believe that during the 50's, around the dinner table and strengthened even sat the exams, although it didn’t get in a country in which disability was still a his legs by kicking a ball around. When he him an official grade. permanent stigma, a man lacking both was 11, he started using a special boot forearms, the fibula of one leg and the that made his left leg the same as his The early death of his father was a huge tibia of another, could ever become a right. His fathered challenged him to pick setback. Emilio had to give up his studies an air traffic controller. Yet everything in up pins from the table. Having mastered and take charge of his father's workshop. Emilito's life, both at a professional and this, he learned how to scribble on paper, When the building’s lease expired, the personal level, has been truly exceptional. eventually got better at drawing, and shop had to close. To make ends meet, soon mastered writing. His father, a very his mother took to renting rooms in their Although his friends still call him by his cultured man, home-schooled him and the apartment. Emilio gave English lessons affectionate nickname Emilito, meaning boy dedicated long hours to reading and and worked as a translator, all the while “Little Emilio” in Spanish, Emilio López listening to the radio. searching for other professional paths. Madrigal is one of the most exceptional human beings one can come across in life. When he became a teenager, they found After passing selection tests for a post in that no school would enrol their son as a Madrid Youth Radio Station, only to be He was born in Madrid, Spain on 29th student. Eventually, his parents managed turned down again due to his “disabled November in 1929. It’s not hard to to register first at the British Institute, condition”, his mother learned that the imagine how painful it must have been for where he learned to speak English. He control tower at Barajas Airport was his parents, Emilio and Victorina, to learn finished secondary school at the French looking for Air Traffic Controllers. Emilio that their long-awaited son was born with Institute, having also mastered French. passed the selection tests with flying a serious disability: he was missing two colours and began working in the tower. forearms, the fibula of one leg and the Along the way, he helped out his father, who Soon however, the commanding officer in tibia of the other. had been trained as an industrial engineer charge of the airport sent him away stating and had his own workshop. Emilio took to that “this was an airport, not a hospital for Despite the obvious difficulties in the first simple tasks such as welding, assembly the disabled”. At beginning of 1957, he few years, little by little they managed and installations, even those related was transferred to the Air Traffic Control to teach their son how to overcome his with repairing and theoretical-practical Center (Paracuellos) to work as Chief of handicap. He learned how to walk by going knowledge of telecommunication systems High Frequency Radio ATC Services.

This inspired Emilio to go further and study engineering. As other schools The commanding officer in before however, the national School of Telecommunication denied his charge of the airport sent him entry on the grounds of “his disabled away stating that "this was an condition”. Despite this setback, he airport, not a hospital for the regularly attended the lectures and disabled"

THE 28 CONTROLLER 4 Europe

A Lucky Girlfriend There he became a Short Wave Radio jumped into the seat, grabbed the bottle Once while out for a walk with Vicky, Emilio operator and manager of Recording with his stump and poured part of the tripped and fell. Concerned he had been hurt, systems of Aerial Communications. It was contents into his glass using his other Emilio calmed her noting that the only thing there that I had the pleasure of meeting stump. I was left completely speechless. broken was his prostheses. He asked her to him. I had been working as a controller At the Control Centre, he quickly gained go the village to buy screws, a pair of pliers, a hammer, some wire and water. When she came for a few months, and that afternoon everyone's trust, affection and admiration. back with these supplies, Emilio fixed his boot during my break, I went down to the and prostheses. “Perfect, just like new,” he said. canteen for refreshments. Emilio was at Always on the lookout for new challenges, “Vicky, see how lucky you are to have me as a the counter and, after being introduced, in 1965 he heard that airline company boyfriend. Anyone else would have broken their he asked for a Coke. And while I pondered Iberia was looking for a technician in foot and we’d be in an ambulance on the way to whether I would have to help him sit on Flight Operations, and he decided to hospital by now.” the chair or help him drink his Coke, he sit through the tests. They consisted in a long questionnaire regarding aeronautical knowledge, English Years later when the medical examiners skills, and finally a typing exam. granted him a permanent disability, Emilio embraced early retirement and moved Emilio surprised the examiners to La Adrada (Ávila), where he owned a when he told them that his second house. There, far from dedicating typewriter was broken. He then his time to a contemplative life, he became stunned them by disassembling a radio amateur and volunteer of the Civil it to get at the broken part and Protection. He even worked as a mayor's continuing his exam on a working lieutenant at the City Hall for a few years. machine to finish the exam perfectly. He joined the Iberia team as Flight Thus not only has Emilio lead a normal life Operations technician. Everyone in the workplace, he's also been a dynamic, soon got to know his extraordinary socially active man. He has always lived skills in using the radio microphone surrounded by friends. Two years after while simultaneously his courtship with Vicky, he married her Feisty Driver transcribing all data and when he was 28. Quoting Emilio, his wife messages, both received “saw the man and not the cripple”, and On the 26th July 1972, Emilio and I were returning from the ATC Center in his specially and transmitted. A few she became an essential support for him adapted car, which he drove seemingly effort- years later he became for the rest of his life. Nine years after lessly. Suddenly, another car ran a red light. Re- a flight dispatcher, their marriage, their first daughter was acting instantly, Emilio stepped on the brakes combining it with his work born, also named Vicky. She followed in and swerved abruptly. He managed to avoid the at the Control Centre. her father’s footsteps and works as an air other vehicle by centimetres. Emilio jumped out controller in the Torrejón ACC. For Emilio, of his car and challenged the occupants of the Even so, he continued the fact that his daughter was born without other car to do the same “or I'll kick them out”. looking for new any type of disability was of an immense It took some convincing to get him back into the car. As we passed them, I could see the faces of opportunities and taking relief. Shortly after, Carmen was born, and the other two guys, paralysed and stuck to their advantage of the boom some years later, Emilio. seats, shocked by what they had just witnessed. of television in Spain, he decided to partner up Today Emilio is 84 years old. Despite with Enrique Moreno, having to undergo physically exhausting a colleague air traffic kidney dialysis, he maintains his typical controlle). They started a cheerfulness and good humour, sharing his company that installed televisions life with his wife, son and daughters, and and antennas. After looking at the seven grandchildren. outside, Enrique would tell the client that his partner would be Thanks to his family’s belief in him and arriving to sort out the internal their efforts, this extraordinary individual installation of the cables and overcame adversity. He turned the trials the television set. When they and tribulations caused by his physical opened the door to Emilio, they disadvantage to his advantage. In doing were all stunned: how could he so, he’s an example for those who had possibly install a TV set? Some the privilege and fortune of having met wouldn’t even let him in until him. Emilio is, indubitably a role model for Enrique assured them they were many people. ^ partners. In the end, the quality of [email protected] their work never failed to impress their clients. This often resulted Translated by Laila Ruiz Castillo in generous tips and even more importantly, recommendations towards relatives and friends.

THE CONTROLLER 29 4 Feature AVIATION DURING WORLD WAR I Part Three: Dogfights and ^ by Philip Marien, Editor Flying Aces

Given that aviation was a relative novelty second crew member to occupy himself mechanism. Originally Dutch, Fokker had at the start of World War I, it is no surprise with loading, aiming and firing a gun. Early begun his aircraft manufacturing business that aerial combat wasn’t the main focus of tests had a forward-facing machine gun on in Germany. At the outbreak of World War pilots. The emphasis was clearly on recon- so-called pusher aeroplanes. In these, the I the German government took control of naissance, as we saw in part I of this series. engine and the propeller are at the back the Fokker plant. Fokker remained as di- No one had ever considered aircraft or of the aeroplane. Aerodynamically howev- rector, designing many aircraft for the Im- pilots fighting each other. There are even er, these had a number of disadvantages perial German Army Air Service (Luftstre- accounts that crews of opposing recon- compared to aircraft with a propeller in the itkräfte). naissance aircraft were exchanging colle- front. Main problem was that they were gial smiles and waves. But humans being much slower and less manoeuvrable than In July 1915 the Fokker E.I became the humans, this didn’t last very long. All too those with propellers at the front. first aircraft to enter service with a "syn- soon, they began throwing things at each chronisation gear" which enabled a ma- other: from grenades to grappling hooks It was possible to free-fire ‘through’ the chine gun to fire through the arc of the and chains. They were trying to prevent propeller, but unavoidably a number of propeller without striking its blades. This that the other side could gather any useful bullets would strike the blades. While met- aircraft and its immediate successors, col- information. al sheeting provided some relief, finding a lectively known as the Eindecker (German way to shoot ‘through’ the propeller with- for "Monoplane") gave the Germans an First Casualties out hitting the blades became a primary important advantage over other contem- Allegedly the first aircraft brought down by focus of aviation research. porary fighter aircraft. another was when Russian pilot Pyotr Nes- terov rammed an Austrian reconnaissance Several designs and patents by German, By late 1915 Fokker’s technology had aircraft. This happened on 8 September Russian, British and French inventors all given the Germans air superiority. The so- 1914 in Galicia on the Eastern Front. Both had one thing in common: they worked called “Fokker Scourge” limited Allied ac- planes crashed as the result of the attack, most of the time, but when they didn’t, cess to the vital intelligence derived from killing all occupants. they failed catastrophically. This included aerial reconnaissance, as the aircraft used ricocheting bullets as well as disintegrat- for this were proven particularly vulnera- Pilots soon began carrying pistols and rif- ing propellers. ble. It also introduced the world to the first fles that they would use to shoot at enemy German “flying ace" pilots, such as Max aircraft. Needless to say, these were not Mid 1915, Anthony Fokker and his team Immelman and Oswald Boelcke. only too inaccurate at the distances in- perfected an effective synchronization volved, but also quite ineffective: unless you happened to hit the pilot, hitting an opponent’s aircraft with a single shot was extremely unlikely to do any real damage.

Guns On October 5, 1914, French pilot Louis Quenault was the first to shoot a machine gun at a German aircraft. It quickly became obvious that this was an effective way of disabling an opponent. Soon, more and more aircraft were fitted with machine guns.

But aiming fire at the enemy aircraft was a huge problem: they quickly realized that, ideally, shots should be fired in the same direction as the aircraft was flying. This allowed the pilot to keep the target in sight. It also eliminated the need for a 4 The first true fighter aircraft: the Fokker E.I with synchronised guns (and, for some reason, a little dog) THE 30 CONTROLLER 4 Feature 4 Adolphe Pégoud, the very fist flying ace.

Flying Ace 4 Billy Bishop standing Before looking at some of the more infamous in front of his Nieuport flying aces, perhaps it’s worth looking at what 17 Scout. it takes to become one. A “flying ace” is military aviator credited with shooting down multiple enemy aircraft during aerial combat. The actual number of aerial victories required to officially qualify as an "ace" has varied, but is usually considered to be five or more. French newspapers first used the term when they de- scribed Adolphe Pégoud as “l'as” (the ace), after he downed five German aircraft. While the counting systems dif- fered significantly between the More than just a title, it’s been statistically various nations/air forces and shown that about 5 percent of the aerial com- claimed kills vastly outnumber bat pilots account for the majority of air-to-air confirmed ones, there are over victories. This implies that flying aces are of 1800 recognised flying aces -dur vital importance in gaining air superiority. ing World War I.

Balloon Ace First Ace Raids on observation balloons were especially dangerous, as pilots had to get close Before synchronised machine guns came to the balloons to effectively damage them. This not only meant low level and there- into play, it was French pilot Adolphe fore vulnerable to ground fire, but the balloons were also filled with the highly ex- Pégoud who became the first flying ace in plosive hydrogen. Because of the danger involved, shooting down a balloon was history. Oddly enough, fellow French pilot counted in the “ace” statistics. Some pilots used to specialise in taking these down, but none more so than a Belgian pilot named of Willy Coppens. Roland Garros (after whom the tennis club that hosts the French Open is named) is Between April and October 1918 he was credited with destroying 34 German ob- often referred to as the world's first. In fact, servation balloons. That it took a special kind of crazy is illustrated by the following he shot down only four aircraft before be- two accounts: using his usual tactics of close range fire, Coppens cut a balloon loose ing killed in action. And thus the honour from its ties. It bounced up beneath him and momentarily carried his Hanriot aircraft goes to Pégaud, who has more claims to skyward. After his aircraft fell off the balloon, he restarted its engine and flew back fame: he was allegedly the first to make to base. The balloon sagged into an explosion. a looping in an aircraft (though other Later when on another attack run, he got shot at from a balloon. He parked his plane sources claim Russian pilot Pyotr Nester- on top of the damaged balloon(!), shut down his engine in order to protect its pro- ov beat him to it by just 12 days). He was peller, and waited until the balloon descended to slide off the balloon and fly away. also the first pilot to jump from an aircraft with a parachute. Before the war, he was From then on, Coppens' record was spectacular. He scored nearly as many victories a popular flight instructor for many French as Belgium's other five aces combined. His royal blue plane with its insignia of a and other European pilots. On 31 August thistle sprig became so well known that the Germans called it ‘der blaue Teufel’ (the 1915, Pégoud was shot down by one of his blue devil) and went to special pains to try to kill him. On 3 August he shot down a balloon booby-trapped with pre-war German students while intercept- explosives that when detonated ing a German reconnaissance aircraft. He 4 Willy Coppens and his Hanriod HD.1 from the ground narrowly missed was 26 years old. The same German crew killing him. later dropped a funeral wreath above the French lines to honour their fallen enemy. On his last mission, 14 October, Coppens was severely wounded by an incendiary bullet, smashing Canadian the tibia of his left leg and sev- Arriving in France in the summer of 1915, ering the artery. Coppens crash William “Billy” Bishop quickly became landed near Diksmuide and was frustrated with the mud of the trenches taken to hospital, where his leg and the lack of action. In July 1915, he was amputated. transferred to the Royal Flying Corps as an Despite his disability, he flew from observer and became an expert at aerial Brussels to Leopoldville (modern photography. In his first months, Bishop day Kinshasa, D.R. Congo) with flew on reconnaissance and bombing two others in 7 stages. Two years later, he set a parachute jump re- flights, but never fired his machine guns cord by leaping from 19,700 feet. at enemy aircraft. During one take-off in The record stood for 4 years. April 1916, Bishop's aircraft experienced an engine failure, and he badly injured He died in 1986, aged 94. his knee. Returning to England to recover, he was accepted for pilot training, receiving his wings in November 1916. Initially

THE CONTROLLER 31 4 Feature

assigned to patrolling London’s skies in the British Commonwealth Air Training executions. He was also reputed to able to search of German airships, Bishop request- Plan, which trained over 167,000 airmen in spot enemy observation aircraft from very ed a transfer to France early 1917. At that Canada during the Second World War. He far away, where most other pilots would time, the average life expectancy of a new died in 1956, aged 62. have missed seeing them. pilot was 11 days, and German aces were shooting down British aircraft 5 to 1. French Despite the high number of victories Fellow Frenchman and top allied flying ace and the fact that he is the highest scor- He was nearly sent back to flight school was René Fonck. He completed his flight ing ace to survive the war, Fonck is often after crash landing his aircraft during a training only in May 1915 and initially flew overshadowed by his fellow-ace Georges practice flight in front of a General, but observation aircraft. He himself claimed his Guynemer. At the time he went missing in after convincing his superiors to give him first victory in July 1916, but this remained September 1917, Guynemer had racked another chance, went on to score his first unconfirmed. His first official win over an up 53 confirmed kills. He had survived be- victory. In addition to the usual patrols with enemy aircraft came a few weeks later, ing shot down 7 times and was much more his squadron comrades, he flew many un- when he forced a German Rumpler C.III to charismatic and thereby popular than the official "lone-wolf" missions deep into en- land behind French lines. By the time he stoic Fonck. There’s little doubt that if emy territory, with the blessing of his com- scored his second kill, Fonck had accumu- Guynemer had survived until the end of manders. As a result, his total of enemy lated over 500 hours flight time, an incred- the war, he would have easily out passed aircraft shot down increased rapidly. ible amount in those early days of aviation. Fonck as France’s top ace… From then on, he piled up the num- After World War I, Fonck unsuccessfully 4 René Fonck in front of a Spad XIII in 1918. ber of victories to entered the transatlantic race: in Septem- an incredible 75 ber 1926, he crashed on takeoff when the by the end of the landing gear collapsed, killing two of his war. Known for three crew members. The prize was won his clinical profes- seven months later by Charles Lindbergh. sionalism, he ap- Fonck eventually returned to military avia- plied mathemati- tion and rose to Inspector of French fighter cal principles and forces from 1937 to 1939. He died in 1953, his engineering aged 59. knowledge to combat flying. Top Ace Fonck took few But the title of 'ace of aces' during World chances, patiently War I is for a German pilot called Manfred stalking his intend- von Richthofen. Having been transferred ed victims from from the cavalry division, Richthofen be- higher altitudes. came an observ- He then used de- er on reconnais- flection shooting sance missions. at close range with He is believed to In April he scored his fifth victory and be- deadly accuracy: by anticipating where the have shot down came an ace. Bishop's style was always target would be when the bullets arrived, an attacking had him "at the front of the pack," lead- he was able to achieve an astonishing French Farman ing his pilots into battle over hostile terri- economy of ammunition expended per aircraft with his tory. After one patrol, a mechanic counted kill. More often than not, a single, five- observer's ma- 210 bullet holes in his aircraft. This made bullet burst from his Vickers machine gun chine gun in a him switch tactics. Using surprise attacks was sufficient. Rather than engage in dog- tense battle over proved successful: during one raid, he fights, he carried out surgically merciless French lines. claimed 12 aircraft, which won him the Military Cross and a promotion to Captain. 4 Baron von Richthofen in front of his infamous red Bishop and his blue-nosed aircraft were Fokker DR.I triplane. noticed on the German side, and they began referring to him as “Handlanger des Teufels” (The Devil’s Accomplice). At the end of the war, his official count of enemy kills stood at 72.

After the war, he held various functions, including a brief stint as Chairman of Brit- ish Air Lines in 1929. In 1936, he was ap- pointed the first Canadian air vice-marshal. Just before World War II, he was promot- ed to the rank of Air Marshal of the Royal Canadian Air Force. He helped to create

THE 32 CONTROLLER 4 Feature

After meeting ace fighter pilot Oswald tactical units that could move at short no- he bought Eastern Airlines and remained Boelcke, Richthofen started training as a tice to different parts of the front. These at the helm of the company until 1963. pilot in October 1915. Initially, this didn’t became known as "The Flying Circus" or go too well: he struggled to control his "Richthofen Circus", its name coming both Conclusion aircraft, and crashed during his first flight from the unit's mobility (including, where Undoubtedly, aviation technology made at the controls. After a brief tour flying appropriate, the use of tents, trains and great progress during World War I. From two-seaters on the Eastern Front, he met caravans) and their brightly coloured air- a past-time for daredevils, the rapid ad- Oswald Boelcke again in August 1916. craft. vances would soon find more peaceful ap- Boelcke selected Richthofen to his new plications. ^ fighters squadron. Richthofen won his first In July 1917, Richthofen sustained a seri- aerial combat over Cambrai, France on 17 ous head-wound during a dogfight. The September 1916. wound is thought to have caused lasting All photos: Public Domain via wikimedia damage and may even be linked to his [email protected] Instead of using risky, aggressive tactics death, which occurred on 21 April 1918. like his brother Lothar (40 victories), Man- fred observed a number of rules, known as During a low level pursuit of a Canadian the "Dicta Boelcke", to assure success for Sopwith Camel, a single bullet hit Rich- both the squadron and its pilots. Rather thofen. It severely damaged his heart and than a spectacular or aerobatic pilot, he lungs forcing him to make a hasty but Ace in a day was a notable tactician and a fine marks- controlled landing in a field just north of The first military aviators to score man. Typically, he would dive from above the village of Vaux-sur-Somme. Richthofen five or more victories on the same to attack with the advantage of the sun be- died moments later at the age of 25 and date, thus each becoming an "ace in a day", were pilot Julius Arigi and hind him, with others covering his rear and with 80 air combat victories officially cred- observer/gunner Johann Lasi of the flanks. Despite the popular link between ited to him. Though his Fokker Dr.I was Austro-Hungarian air force, on August Richthofen and the Fokker Dr. I tri-decker, not badly damaged by the landing, it was 22, 1916, when they downed five Ital- only 19 of his 80 kills were made in this soon taken apart by souvenir hunters. ian aircraft. type of aircraft. It was his Albatros D.III Se- The seat and a side-panel of the Fokker rial No. 789/16 that was first painted bright triplane were later donated to the Royal Fritz Otto Bernert scored five victories red, in late January 1917, and in which he Canadian Military Institute. The engine within 20 minutes on April 24, 1917, even though he only had use of one first earned his name and reputation. and machine guns of Richthofen's DR.I is of his arms. on display in the Imperial War Museum in While he usually flew in red-painted - air London. The control column of the aircraft Raymond Collishaw of the British Roy- craft, it is somewhat part of the propa- can be seen at the Australian War Memo- al Naval Air Service, piloting a Sop- ganda myth created around his figure. Not rial, in Canberra. with Triplane, scored six Albatros D.V all of them were entirely red, nor was the fighters near Menen, 6 July 1917. "red" necessarily the brilliant scarlet often Honourable Mention seen in models or drawings. In fact, most On the American side, the best-known John Lightfoot Trollope of the Royal Air Force shot down and destroyed of his squadron had taken to painting their and highest scoring ace was Edward “Ed- seven German planes on 24 March aircraft red to avoid him being singled out die” Rickenbacker. Born as Richenbacher 1918. in a fight. to Swiss-German parents, he changed his name to the less German sounding Ricken- Henry Woollett shot down and de- During "Bloody April" 1917, he alone backer after the outbreak of the War. Thrill stroyed six German airplanes on 12 downed 22 British aircraft, including four seeker Rickenbacker arrived in France April 1918, setting two afire. in a single day. In June of that year, he June 1917, shortly after the USA declared René Fonck scored six in a day on two became wing commander of a number of war on Germany. Rickenbacker managed occasions, 9 May and 26 September to shoot down 1918. 26 enemy air- Eddie Rickenba- 4 craft. He flew Billy Bishop, piloting an S.E.5, scored cker in his SPAD S.XIII a total of 300 four Pfalz D.III fighters and a LVG C combat hours, two-seat reconnaissance aircraft near reportedly Ploegsteert, 19 June 1918. more than any Arthur Rowe Spurling, a Bermudian other U.S. pilot pilot of 49 Squadron of the Royal Air in the war. Un- Force, with his observer, Sergeant til Lindbergh’s Frank Bell, On 23 August 1918, fly- crossing of the ing a DH.9 bomber, single-handedly Atlantic Ocean, attacked thirty Fokker D.VII fight- Rickenbacker ers, downing five of them (three by was the most Spurling, two by Bell). Two days later Spurling shot down another D.VII over well-known Mont Notre Dame. The two crewmen and celebrated shared each other's victories, each at- aviator in the taining ace status in a single mission. USA. In 1938,

THE CONTROLLER 33 4 Charlie CHARLIE'S ATIS COLUMN COMEDIANS [email protected] There are a number of “entertaining “ ATIS recordings on YouTube, but AIRBORNE DOODLING so far, this is our favorite: This is XXXATIS information Sierra. Time A while ago, The Controller reported on 1230 – wind whatever we say, it a flight test of the Boeing 787, in which will be a tail wind – Visibility: it is the aircraft ‘flew’ the Boeing logo and the a lovely day but we’ll give you the numbers 787. This looks very impressive RVR anyway, it’s above 2000m – on the flight tracking sites on the internet, Temperature: bloody hot – Dew such as FlightAware. point: insignificant – QNH: very low, Since then, others have had similar ideas. but by now you must be feeling the Their designs were a bit more limited, as pressure rising – Tell ATC on first they don’t seem to have had the endur- contact that you have information ance of a Boeing 787. Taking a Piper PA- Tango, because we noticed that 34 for a spin, someone in California drew a you finished writing so we changed flower overhead Silicon Valley. Perhaps this the ATIS. I bet you wished you was a tribute to the birthplace of ‘flower came here every day… ^ power’ and the hippie culture back in the sixties…

But what to think of an intrepid Florida pilot, who took his aircraft to the skies to form a… well let’s call it not-suitable-for- work image… Let’s hope that now it’s been PIGS CAN FLY, IN THE USA done, it doesn’t need to be done again! ^ Last November, just before Thanksgiving, correctness is referred to as the “Policy on a passenger on a US AIRWAYS flight from non-discrimination on the basis of disability Connecticut brought a pig on board as an in air travel”. Pot-bellied pigs are permis- “emotional support animal”. The small pig, sible, but the DOT forbids some animals FATIGUE estimated to weigh between 35 to 40 kg to travel in the passenger cabin, such as was on a leash and the owner tied it up to ferrets, rodents, spiders, snakes and other You all know about the “dead tired” cam- the armrest of her seat. But even before the reptiles. Miniature horses(!) and monkeys§ paign that IFALPA and ECA are promot- flight took off, the pig became “disruptive”, are permitted on the other hand, as long as ing to combat the proposed legislation on which is apparently airline terminology for they are not disruptive. maximum duty hours for cockpit crews. Well, “incontinent”. As a foul odor and squealing A few weeks earlier, another passenger that the flight attendants also joined in to point noise filled the cabin, the crew asked the needed to be comforted brought a very out that pilots on long-range flights at least woman and her pig to deplane. large – arounf 150 Kg -pound pot-bellied have a decent place to rest. In addition, the pig on a US Airways flight from Philadelphia pilots always have better hotel rooms than According the USA Department of Trans- to Seattle, and had to be accepted in the the cabin attendants on a stopover. A well portation’s (DOT) rules, animals, so in- cabin because the animal was deemed a known low-cost airline has found a solution cluding pot-bellied pigs, must be granted therapeutic companion pet. Apparently this for them. The overhead lockers can be used passage on airplanes if their owners need one did not need to go to the toilet. ^ on overnight stops to save on hotel costs! ^ them for “emotional support”. This political

THE 34 CONTROLLER More information via www.ifatca2015.com