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Aviation History
1938
1938 - 0235.PDF
JANUARY 27, 1938. FLIGHT. 89 were, under the Maybury recommendations, -to be regarded as Air Ministry services. In most cases traffic conditions did not warrant full-time employment, and the personnel performed other work for which the Air Ministry would not become re- sponsible, and it was necessary to apportion the costs of staff between the Ministry and the aerodrome owners. When the various measures had been completed there would be in exis- tence radio facilities and an air traffic control organisation in connection with which no expense should fall on aerodrome proprietors. The need for taking these interim measures arose from two considerations. The difficulty of finding suitable personnel could only be met by the recruitment of personnel and an Air Ministry training school had accordingly teen set up. There was, however, a limit to the rate at which personnel could be trained. So far, owing to lack of suitable instructors, it had only been found possible to conduct one course at a time, and the limited number of Air Ministry control stations restricted the number of pupils who could be given practical training. The second consideration concerned the need to provide '' a com- prehensive air traffic control organisation adequate to secure the safety and regularity of air communications." This in- volved the detailed study of a number of very difficult prob- lems—technical, operational and administrative-—and the carrying out of the ultimate plan by stages and at a rate governed by many factors. Search for a Basis One of the major difficulties was that of forecasting the ultimate needs of internal air services. The majority of the services were still experimental and seasonal, and there were no data available. Until, however, ground facilities were evolved, there was little hope of any internal service achiev- ing real permanence. The solution would appear to lie in the provision of an efficient and economical elastic control basis. While it was desirable that facilities should be permanent in character, it was not essential that they should be permanent in location. The capital sum involved in moving equipment would only be a fraction of the annual expenditure, except in the case of long-range Adcock direction-finding apparatus, and it is therefore desirable that such apparatus should be provided at stations which were quite permanent. The needs of in- ternal services could best be met by providing facilities to serve areas and not specific routes. The majority of area stations could be considered permanent. There remained, however, the problem of providing radio approach facilities at aerodromes. The character of these facilities would be dependent on the density of traffic and would fall into three different categories: i, A short-range station, a V.H.F. approach beacon and land-lines linking the aerodrome to the area station; 2, a V.H.F. approach beacon with a land-line link to the area control; and 3, a land-line linking the aerodrome to the area control. Until services were stabilised, it would not be practicable to regard such facilities as permanent, and a variation in traffic density between aero- dromes would involve the transfer of equipment. The typical area radio station would consist of one or more medium-range transmitting and receiving channels. At ex- ceptionally busy area stations, a short-range radio station would also be provided to relieve the congestion by handling local traffic during peak periods or in conditions of bad visi- bility. The area equipment would generally have to be per- manently housed and would normally be equipped with Ad- cock D/F apparatus. Each main area station would be linked to its adjacent area by teleprinter and telephone lines, as well as to subsidiary aerodromes within its area. The current pro- cedure was for the aircraft to receive route guidance from the area station until it reached the vicinity of the aerodrome, where it would then use the local approach facilities. Owing to the shortage of frequencies two short-range radio stations could not be sited within approximately 60 miles of each other. The range of interference of an ultra-short wave beacon was thought to be about 25 miles, and it was not expected, even when certain apparatus at present under test was perfected, that it would be possible to repeat more than six wave- lengths within that radius. At present only three wavelengths could be so repeated. The Immediate Plans As at present visualised, the layout of facilities comprisedthirteen area stations and four collaborating stations. Of these area stations, ten exist, two represent probable transfersof existing stations and one would be an entirely new station. About twelve short-range stations were contemplated with anadditional four at busy area stations. An appreciable num- ber of V.H.F. beacons were proposed for aerodromes whereconditions warranted them. Except at one of the collaborat- ing stations (Pulham) it was contemplated that Air Ministrycontrol staff would eventually be provided at all radio stations. A considerable number of control officers would be required,and it will be appreciated that their training was a formidable task, since until recently there were only eighteen controlofficers in the service of the Air Ministry. There would also be a considerable expansion of communications staff, and theirtraining would not be without its problems. The rate at which the organisation could be developed wasdependent on a number of factors. Two of these were of out- standing importance. They were the difficulty of training andaccommodating the expanded organisation. It would probably be found that, at any rate at area stations, rather moregenerous accommodation would be wanted for Air Ministry control staff than had hitherto sufficed for the aerodromeowners' own control personnel. It was hoped that aerodrome proprietors would be prepared to provide the necessary accom-modation on rental terms. Other things being equal, con- trol staff would, however, be posted first to those stationswhich had the greatest density of air traffic. Meteorological Reorganisation Meteorological facilities would be equally reorganised. At present, forecasting facilities existed at Croydon, Manchester and Bristol, while a number of other civil aerodromes were linked by land-lines to stations at adjacent R.A.F. aerodromes. The facilities needed to implement the recommendations of the Maybury Report were at present being considered by the Meteorological Office. Present indications were, however, that operational requirements would be nine forecast stations with- in the United Kingdom capable of supplying reports of exist- ing weather and forecasts of anticipated weather along any route within a radius of 300 miles, and fifteen subsidiary stations on other civil aerodromes where reports of existing weather would be available and where forecasts of anticipated weather would be obtainable from the control stations. In addition the reports from a large number of R.A.F. aerodromes would be available for civil aviation if required. In general the existing and proposed meteorological stations would be interconnected by a landline system separate from that of the control and signals organisation. Forthcoming Events January 28. Northamptonshire Aero Club: Annual Ball at Salon de Danse, Northampton. February 3. R.Ae.S. Lecture*: "Recent Research on Aerodynamic Characteristics," by Mr. E. F. Relf. February8. R.Ae.S. Isle of Wight Branch Lecture : " Tank Testing of Flying-boat Hulls," by Mr. L. P. Coombes. February 9. York and Leeming Flying Club : Annual dance. Grand Hotel, Harrogate.February 10. R.Ae.S. Portsmouth Branch Lecture: "Cow- ling and Cooling of Radial Engines," by Dr. G. P.Douglas. February II. D. H. Aeronautical Technical School: Annual Dance, Hyde Park Hotel 9 p.m. February 17. R.Ae.S. Coventry Branch Lecture .- " Aircraft Motive Power," by Major E. F. Green. February 17. Civil Aviation Service Corps : Annual Dance, First Avenue Restaurant, Holborn, London, W.C.I. February 17. R.Ae.S. Lecture* : " Maintenance of Civil Aircraft," by Mr. H. L. Hall. February 21 -March 4. British Industries Fair. All these lectures take place at the Institution of Mechanical Engineers, February 25. Hampshire Aeroplane Club. Annual Dinnerand Dance, South-Western Hotel, Southampton. March 3. R.Ae.S. Lecture*: " Riveting Methods inGermany," by Dr.-Ing. W. Pleines. March 4. Cambridge University Air Squadron: AnnualDinner, University Arms Hotel, Cambridge. March 10. R.Ae.S. Portsmouth Branch Lecture: ''AirRaid Precautions," by Sgt. Barnes March 24. R.Ae.S. Portsmouth Branch Lecture:" Refuelling in the Air," by Sir Alan Cobham. April 7. R.Ae.S. Lecture* : " The Manipulation of theBoundary Layer," by Mr. E. G. Richardson. April 21. R.Ae.S. Lecture*: "Factors Controlling theDevelopment of Electrical Ignition on Aero Engines " by Dr. G. E. Bairstow.June '4-7. Yorkshire Gliding Club: Whitsun Open Meeting, Sutton Bank.July 17 - August 1. Yorkshire Gliding Club: Open Contest, Sutton Bank.August 7-21. Yorkshire Gliding Club: Instruction Course, Sutton Bank. Storey's Gate, St. James's Park, London S.W.I., beginning at &.'i'i p.m.
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