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Aviation History
1951
1951 - 0307.PDF
FLIGHT, 15 February 1951 195 . LANDSCAPE IN EIRE : An unusual view of the imposing terminal build- ing at Collinstown Airport (Dublin), the operational home of Aer Lingus. As reported in "Flight" last week, this-company hopes to be among the first European operators to take delivery of Vickers Viscounts. THE NATIONAL AIRWAYS PLAN (Phase IF WITH the introduction to-day, February 15th, of Phase IIof the United Kingdom Airways System, the presentGreen Airway One is extended to the eastern boundaryof the South-eastern Flight Information Region and the follow- ing new airways are introduced: — Amber Airway One, via Daventry radio beacon, Dunsfoldradio range and then on to Paris by way of Dieppe radio range. Amber Airway Two, from Paris by way of the Abbeville radiorange to the Maidstone radio range, thence to Brookmans Park B.B.C. station and the Daventry radio beacon. Blue Airway One, a connecting airway traversing the LondonControl Zone and London Control Area from the Woburn fan marker by way of the Watford radio range to the Crowboroughradio beacon. Red Airway One, from the Dunsfold radio range to the Maid-stone radio range, then to Amsterdam by way of North Foreland (traffic outbound to Amsterdam, however, follows Green AirwayOne from the Maidstone radio range to the North Foreland). Red Airway Two, another connecting airway, traversing theLondon Control Zone and the London Control Area from the Woodley radio beacon by way of the Epsom radio range tothe Ashford fan marker. The present Metropolitan " Inner" Control Zone is replacedby the London Control Zone extending from ground level to ll,OOOft a.m.s.1. and the Metropolitan "Outer" Control Zoneis replaced by the London Control Area, which extends from 1,500ft to 11,000ft a.m.s.l. To facilitate its operation by the Uxbridge A.T.C.C, theairways network has been divided up into five sectors. Each sector is manned by two control officers, an airways controllerand his assistant. These controllers have direct contact with the airfields for which they are responsible and also with the adjacentarea controls. Each sector, with the exception of Sector Three, also has its own V.H.F. R/T. frequency. The controller on Sector I is responsible for all traffic onAmber Airway One from north of the London Control Area to the northern boundary of the South-eastern F.I.R.; for AmberAirway Two from north of the London Control Area to its junction with Amber Airway One; and for Green Airway Onefrom west of the London Control Area to the western boundary of the South-western Flight Information Region. The V.H.F.R/T frequency on which aircraft are required to communicate whilst flying in this sector is 122.1 mc/s. The controller on Sector II is responsible for all aircraftinbound to the London Control Zone and London Control Area from the point of handover from the airways Sectors I, IV and V,or from the F.I.R. controllers in respect of " off-airways" flights. The V.H.F. R/T. frequency on which aircraft are required to communicate on being transferred to this sector is 120.1 mc/s. The controller on Sector III is responsible for the issuing ofall clearances to aircraft departing from the London Control Zone or London Control Area, either for flight along an airway orwithin the F.I.R. As has been previously stated, this sector has no direct communication with aircraft. Clearances are issued tocaptains through Air Traffic Control at the airfield of departure; this will normally be done as soon as possible after taxyinginstructions have been requested. The controller on Sector IV is responsible for all traffic onAmber Airway One south of the London Control Area to the southern boundary of the South-eastern F.I.R. Red Airway Oneceases, at the moment, at the Dunsfold radio range but, when the Hum radio range is installed, this controller will be respon-sible for the airway from west of the London Control Area to the southern boundary of the South-eastern Flight InformationRegion, via Southampton and Hurn. The V.H.F. R/T. frequency on which aircraft are required to communicate whilst flying inthis area is 118.9 mc/s. In Sector V the controller is responsible for all traffic on AmberAirway Two from south of the London Control Area to the southern boundary of the South-eastern Flight InformationRegion; for Green Airway One from east of the London Control Area to the eastern boundary of the South-eastern F.I.R., andfor Red Airway One from east of the London Control Area to the eastern boundary of the South-eastern F.I.R. The R/T.frequency in this case is 120.3 mc/s. It will be seen that the captain of an aircraft flying on theAirways system is always required to communicate on V.H.F. with the Control responsible for the sector, or sectors, throughwhich he is flying. Should he, however, experience R/T. failure following the receipt of a clearance, and after entering an airway,he may use as a stand-by the Flight Information frequency 126.7 mc/s. If complete V.H.F. failure is experienced, thenH.F. R/T. may be used on a frequency of 3,270 kc/s. The M.C.A. has emphasized, however, that these stand-by frequenciesmay be used only by aircraft experiencing radio failure on a sector frequency after having been cleared on to an airway, andare not to be used as a normal method of communication for airways clearance. In addition to V.H.F. R/T. an aircraft to be flown on the air-ways must carry as minimum radio-navigation equipment, an M.F. receiver associated with A.D.F. (or manually operatedD/F. loop), and a V.H.F. receiver capable of receiving signals from 75,000 kc/s marker beacons, or Decca or Gee, in the casewhere such equipment enables the aircraft to be flown in accord- ance with the airways procedure. As mentioned in Flight last week, QBI add QDT zone signals
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