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Aviation History
1975
1975 - 0641.PDF
T r "V ^ FLIGHT International, 3 April I97S the participating airfields and weather data are displayed on a visual display unit (in this case Stansaab's own Alfa- skop) adjacent to the PPI in the con sole. Weather data is transmitted from the airfields using similar data terminals, but wind data is trans mitted, updated automatically and dis played not only as a direct vector, but also as cross- and head-wind com ponents. Secondary radar evaluation Secondary radar is not yet available at the main radar positions but this is a matter of airborne, rather than ATC, equipment. The Swedish Air Force has not yet equipped its aircraft with Icao - compatible transponders (although it will shortly be doing so). SSR evaluation is proceeding on the two development positions which enable still further synthetic informa tion to be displayed on the existing PPI. Secondary-radar derived returns of aircraft altitude, and computer- derived airspeed, along with either transponder code or aircraft call-sign are displayed alongside the appropriate target. Label positioning is auto matically arranged by the computer so that two legends do not overwrite, but if a label is overwriting some other information it can be moved by the controller with the rolling ball. Knowing the speed and track of the aircraft from successive primary and secondary radar returns, the computer can generate conflict predictions three minutes ahead in time and display the track lines of any aircraft. This is used to determine the degree of conflict. Data display on the PPIs is maxi mised by the use of advanced digital sweep compression techniques. The radar pulse in a particular direction takes a finite time to leave the antenna, strike a target at maximum range and return. This time is com pressed in the display sweep generator to one quarter of its original duration, so that the remaining three quarters, together with the normal flyback time can be used for the display of syn thetically generated information (for example maps, and geographical sym- bology). The primary-radar return and synthetic data are then displayed on the screen before being refreshed by the information from the next discrete radar sweep. To enable the returns to remain visible until refreshed by the next full sweep the phosphor coating 569 on the PPI Cathode Ray Tube (CRT) is chosen to have the correct luminescence decay time (if this were too long the symbols would be blurred by the refresh, if too short information would be intermittent). The computer can also help the controller by display ing altitudes in feet, metres or flight levels and speed in m.p.h. or k.p.h. One of the topics under evaluation is the co-existence of the "feet" system used by the civil operators and "metres" used by the military. It is planned that the OKC TCC will have full SSR capability and also be taking its radar data from two addi tional remote primary/secondary radar stations, using Selenia ATCR-2T 23cm equipment within the next 2-3 years. With these facilities the centre will be able to provide one of the most com prehensive air traffic control services in Europe. As a whole the OKC TCC represents a comprehensive facility employing some of the very latest digital com puting techniques. In the third part of this report from Sweden, Flight will present an account of the Swedish ATC training centre at Sturup, near Malmo, which represents a further advance in technology. New light aircraft avionics -r A. ACOMPLETELY new and advanced series of nav/com equipment suit able for light single- and twin-engined aircraft has been introduced by Collins. Known as the Micro-line series, the available range includes VHF transceiver, ILS/VOR receiver and course indicator, a combined audio control unit/marker beacon receiver and glideslope receiver. The equipment has been under develop ment for over two years and Collins claims it to be one of the most thoroughly tested avionics ranges ever introduced. The VHF transceiver offers 720 channels at 25 kHz spacing between 118 000 and 135-975 mHz. It has the facility for storing and rapidly re calling a second frequency. The five- digit frequency readout is in a large electronically displayed format. To the right of the digits the letters XMIT illuminate to indicate trans mission. The unit requires a panel space of 3-lin x 2-6in and is 12-45in deep; it weighs 3-41b. Power output is a nominal 10 watts. The ILS/VOR receiver is the same size and gives 200 channels with 50 kHz spacing between 108-00 and 117-95 mHz; it weighs 2-71b. A most useful feature is the ability to show VOR bearing (to or from) in digital form on the receiver panel, as an alternative to received frequency. The display, like that on the VHF trans ceiver has automatic brightness con trols to suit lighting conditions. The combined audio control unit incorporates switches for selecting twin VHF radios and VOR/ILS re ceivers, and ADF, DME and Marker inputs to the cockpit speaker or head phones. Three lights on the panel O, M, I illuminate to indicate passage over the outer, middle and inner markers. The unit measures 6-25in x 1 • 5in x 6in deep and weighs 1 • 81b. All three units are available in a choice of colours to match the aircraft. The glideslope receiver, the only unit in the series not panel mounted, gives 40 channels with 150 kHz spacing bet wen 329-15 and 335 00 mHz. It measures lin x 5in x ll-3in and weighs 21b. The VOR/ILS course indicator shows a standard 360° display with to and from flags. It measures 3-25in x 3-25in x 4-5in deep and weighs 1 • 31b. Collins says that extensive solid- state micro-circuitry techniques have been employed which lead to a low total number of parts in each unit. The total Micro-line system (twin VHF radios and VOR/ILS receivers and audio) weighs 20-51b which is 32 per cent less than the largest- selling competitive range, and takes 30 per cent less space, according to Collins. The price is some 5-10 per cent higher than that of competing systems, but the Collins range is claimed to The Collins Micro-line range features large electronic displays of frequencies. Bearing can be displayed instead of frequency on the VOR/ILS receiver contain higher technology. Extensive flight test trials have been undertaken by Collins, prior to the announcement of the equipment which is now available "off the shelf." The full range has also undergone 7,000hr of environmental bench test ing involving extremes of climatic conditions. Much of the flight-testing has been done on board Heron air craft of Prinair, who operate intensive short sectors in the Caribbean. The Prinair pilots commented particularly on the high quality of speech obtain able from the system. For the future, Collins hopes to in troduce further complementary equip ment during this year. The range should be available in Britain later this year and Collins hopes to dis play the Micro-line range at the Paris Air Show.
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