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Aviation History
1982
1982 - 2302.PDF
LETTERS Gatco vs fatigue SIR—As a purely professional body, the Guild of Air Traffic Control Officers has shared, for many years the concern of your anonymous correspondent at the dangers of Atco fatigue inherent in certain manning and rostering practices (Flight, September 11). Our last major survey of the situation, some four or five years ago, revealed a number of instances of grossly excessive periods of duty and totally inadequate fatigue breaks, all at certain units not directly staffed or administered by the CAA. There can be no doubt that, potentially, such practices constitute a serious hazard. Indeed, this was recognised by the International Labour Office's "Meeting of Experts" in 1979, which, among its conclusions, stated that maximum working hours and minimum rest periods for Atcos should be laid down by all States and "should preferably be enforceable by law". The Guild has long advocated such a policy for the UK, and has adopted a number of criteria which we would wish to see form the basis of such regulation. While the CAA's policy of regulation "with a light touch" may be commendable in certain circumstances, it seems to us to be inappropriate in this instance. The undoubted reticence of many controllers to report unsatisfactory rostering practices and inadequate staffing to the CAA is understandable. Job security is a powerful motivator. Nevertheless, evidence is necessary if we are to get the system changed. The Guild remains committed to the establishment of a legal framework to eliminate fatigue problems in air traffic control. We can assure any controller who may wish to assist in our aim that anonymity of the individual will be preserved. A. P. WILDE Public Relations Officer 3 Robinswood Close Beaconsfield Bucks A Sea King of 820 NAS escorts the all-red Bell ible's crew, into Port Stanley on August 26 VH-1H, rejuvenated by members of Invinc- A Huey for the Falkland's SIR—I thought we could warm the cockles of your jet-blast-hardened hearts with a tale of military/civil co-operation. The Falklands fighting destroyed the civil assets of the Falkland Islands Government Air Service (Figas), and left the islands dependent on the military for communication. However, there were a number of ex- Argentinian Bell UH-lHs scattered about, and as soon as Invincible's pace of operations cooled off enough for us to draw breath, we decided to try to make one airworthy again, the idea being to leave something useful behind when we left. The main problems were that the aircraft ranged from complete wrecks to slightly damaged, documentation had disappeared, and they had all been sitting unattended and unprotected for two months in the South Atlantic winter. We selected the best of the bunch and the team, led by Roger Caesley AEO 820 NAS (ex-Hawker Air craft), Mr Vernon Steen, Figas LAE, CPO Alan Downham (airframe and engines), PO George Pilch (electrics), and Nick Nicholl (refurbishing and respraying) set to work. The Huey was made serviceable for a short hop on board and was struck down into the hangar for a complete overhaul. We had a great stroke of luck in finding all of the aircraft's documentation—on a rubbish dump! Spares were taken from the wrecks. On August 26 the Huey was flown ashore to 657 Army Air Corps at Stanley, who volunteered to house and maintain it until its future employment is decided by tihe Falkland Islands Government. What we desperately need from anybody who is prepared to help are boxfuls of UH-1D/H instruments for a second restoration that is in progress, and a steer through the minefield of registration, certification, insurance, and so on. All offers of help will be gratefully received, and should go to Mr Vernon Steen, Falkland Islands Government Air Service, Port Stanley, F.I. KEITH DUDLY, Lt Cdr RN Senior Pilot 820 NAS HMS Invincible BFPO Ships At sea Avoid Ashford SIR—I feel it necessary to draw to your attention a potential source of danger to aircraft using the cross- channel corridor to and from the French coast and to members of my parachute club. Ashford Airfield at Lympne is a promulgated drop zone with intensive parachuting operations taking place daily from ground level to 10,000ft, up to nine parachutists descending either in free fall or under canopy at the same time. The problems started with the closure of Lydd and the suspension of the Lydd control zone and its associated local radio/radar coverage. Aircraft en route to the Continent are now advised either by London information or by Kent radar, who issue warnings of our location and operations to aircraft. Unfortunately, the pilots appear to ignore these warnings completely. At the moment upwards of five or six aircraft a day fly directly over the drop zone when parachuting is taking place, culminating on Saturday, August 29 in a foreign-registered aircraft flying between two groups of parachutists canopy. I appeal through your columns for pilots to remain clear of Ashford Airfield during daylight hours to prevent the almost inevitable accident if the current rate of incursions continue TERENCE INCH Ashford Parachute Centre Lympne, Ashford Airfield Kent WHAT'S ON October S One-day symposium and exhibition on the non-destructive evaluation of defects in engineering materials: London International Hotel, Cromwell Road, London SW5; contact W. J. Mansell, telephone 01-578 2702. October 5-7 Massachusetts Institute of Technology: Conference on re gionalism In International air trans portation: co-operation and com petition; Amman, Jordan; contact Diane Scandariato; tel (617) 253-7406. October 13 London Society of Air- Britain: Rocket flight evening; Hoi- born Central Library, 32-38 Theobalds Road, London WC1; 7 p.m. contact Charles Oman; tel 044483 317. 1004 FLIGHT International, 2 October 1982
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