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Aviation History
1939
1939 - 0759.PDF
MARCH 16, 1939 FLIGHT. The scene on the right, in the control tower at Croydon, is interesting because the photograph was taken during the night—at about the time when the K.L.M. D.C.2 freighter is due in from Amsterdam. Below is a typical layout at a smaller airport — actually Ringway, Manchester Air Traffic Control Problems The Control Officer's Responsibilities By GEORGE F. YUILL and WHY THE Air Traffic Control Service is not a newcomer to civil aviation, as those who have used Croydon for many years well know; but, with the advent of many new airports, new regular services, new air craft radio stations, increased R.A.F. and private flying, and the increasing volume of night flying (not to mention the well-known opaqueness of British weather) it has been found necessary greatly to increase it. Ultimately, it may extend to every important airport and civil radio station in this country. For the benefit of readers who, perhaps, are not quite tamiliar with recent developments. Air Traffic Control is a service provided by the Air Ministry, and it is concerned with giving advice to pilots to ensure safety in flight. The territories served by Control stations are, in general, the '' radio communication areas'' in which they are situated (these are detailed in Notice to Airmen No. 278 of 1938) and cover a wide district. For instance, the Man chester area extends from near the Irish coast out into the North Sea, and from the Midlands to the Scottish border. Although radio-equipped aircraft make greater use of the Control service than do others, all pilots may make use of the service when they wish, but when the weather is bad and QBI (Control-zone regulations for conditions of poor visibility) is in force no flights may take place at all within the published Control zones without the permission of the appropriate Control Officer. While safety of flight lie main preoccupation of the Control, there are various other duties to be carried out depending on the particular : «'pa or aerodrome concerned. For instance, where the communication area includes a considerable sea crossing duty of being "life-saving Control Officer" if an " Flight " photograph*. aeroplane descends unintentionally in the sea devolves upon the Control staff; and where night flying is done the opera tion of all the aerodrome lighting and signalling is, in many cases, their respon sibility. Pilots of aeroplanes without radio have the minimum contact with Control, for the obvious reason that they can only make contact before and after a flight, but the commanders of airliners are in constant touch and make great use of the service. Of course, the amount of use made varies greatly with the indi vidual and the kind of weather. In clear weather services pass from airport to airport with only the minimum of routine messages between commander and Control, e.g., (1) departure; (2) height of flight; (3) passing of recognised reporting point, and finally (4) leaving the communication area. In conditions of poor visibility, such as days of great masses of cloud, the volume of communication between ground and air increases enormously—in fact, up to the point where the allocated wave-length is fully utilised and any unnecessary message sent by radio is an inconvenience to other aircraft wanting some important advice quickly. The present-day airline commander, only too aware of the importance of not sending unnecessary communications, restrains any tendency to " jam the air " with requests which might be a bother to his unseen colleagues flying blind in the same area. Incidentally, the banter he may suffer from them over a cup of tea in the buffet, if he is heard asking "QTR? " ("What is the correct time? ") or some other needless question, tends to encourage him to keep radio messages at a minimum! When many aircraft are flying blind at present-day speeds of three miles a minute and over the need for accurate flying and close liaison with Control is obvious, and it is not at all confined to QBI conditions. The fol lowing are some of the important communications which pass between ground and air to ensure the safety of ser vices: "Are any aircraft flying in my vicinity? " " What height should I fly? " " Ma ' I descend (or ascend) through the clouds? " "What is the direction for landing? "May I land? " "May I land, using the radio landing beacon? " "What is my bearing and distance? " "What is the weather at . . . ? " It is the Control Officer's responsibility to answer these questions with the best advice, taking into account the many varying factors which may affect each case. When a "controlled zone" is in force (QBI) there are many further messages which must pass, including: "What is my turn for landing? " " May I enter the controlled zone? " "Can you direct my landing? " And, from the
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