AOPA Pilot Magazine - March 1958 - (Page 53) situation with respect to VHP airground radio frequencies i not the res suit of bilateral actions by the CAA and the airlines, but ia a development ereated by the rapid increase in air traffic which has necessitated the use of additional frequencies to provide the channels for safe and expeditions control of IFR traffic. The use of an intermediary in the exchange of control communications between the air route traffic controller and pilot has become a delaying factor in the efficiency of operations. The alternative, of course, is direct cornmunications. We all know by experience the problems of interference which resuit from the use o f a few channels that have to be ahared by a number of ground facilities and aircraft. An excetlent example is the frequency 126.7 me. I find that a great many pilots charge off into the air without any adequate flight planning. They take off and file flight plans by radio before they "How do you hear me?" know how to get where they are going, BO the GAA controller spends 16 minutea getting the pilot lined up to go someThe matter of VBF mdio fiewhere. This is s ridiculous situation. qumcies has nnw reached a critical point, owing entirely t o fictions of the There is overcrowding also on other CAA and the airlines. AS major CAA frequencies used between military airf d k % WW%w p 80 that m~tital- craft and CAA ground facilities. p& All this points to the need not only ly any moderately-eqwipped general avWtiwt aircraft could camntunimte for a direct communications control with ttwy of those CAA facilities, Haw- capability between controllers and aircraft, but also for c o m m ~ t i o n s ever, not long ago the airlines omnpteteS. a wogrmn of mStainng new which are free of interference. The VHF cmnmvwtCa,twnS equipment, con- volume of IFB traffic, and the need for et tenwin# several ftwtdred frequencies, in more controllers to m e the control all wireraft. Almost immediately, we problems created by this, naturally found ourselves faced with much CAA leads to the need for a considerable activity i this area with the d ? n I number of interference-free channels that, today, there we many f d i t i e s which -we refer to as discrete fiethroughout the cantry where a general quencies, aimticm aimraft with as munv as 50 The system of direct communications frequencies is unable to c m m n i - and {he consequent use of many discrete eate directly with CAA contr0;Iers and frequencies does not mean that tile aircmi+nwmicatm in the mwi.'nw they were craft not equipped to take advantage of able to do priw to the aWiines' emip the improved system is receiving a rem a t change-over. This fttwtti'(Wl Jws duced degree of safety or service. These now become so aggravated that we have aircraft can continue to exchange their made a number of attempts to get -relief traffic control communications through fm CAA yetscwwl veapffMtbIe for a third party, which in most instances this program. I n the Radio Te(1hnica1 would be our Air Traffic CommunicaCommieaimi for Aeronautics (KTCA) tions Stations. It simply means that the we proposed that a minimum b& exchange of communications between mmber of VHF frequewsteS be d d g - the pilot sad air route traffic controller natd for each of the t w o classes of frill continue to require the same ft-ywig VFR and IFR. So far as we amount of time aa heretofore, whereas c n deternine, a VFR plan which we if they were equipped for direct coma proposed has been accepted. I t e m mnnications the exchange could be acprises nine chnnels and prenwma64y complished in less time and with greater will enable awy airwaft so equipped to efficiency. cow~twnicate directly with way CAA Now I mentioned interference on facility in the united St0.h. We have 126.7 me. It's expected that the provibeen attmptmg to do the s u m thing sion of the new frequency 120.7 me i n with a basic IFR "package," but with air traffic commulucations stations as a litti4 w wo success. Are ymt p e r s m l l y ground-to-air channel, complementing aware of the seriouwness of this probthe use of 120.7 me as recommended by lem cmd do you, conternplate taking any the W i o Technical Commission for actim that might help relieve the situa' Aeronautics, will do much to alleviate fa'&-%? the existing interference on that chaonel. [Since this interview was held, basic VFB and IFR frequency Unfortunately, w e were unable to the Congress to put up the necessary money to develop low-cast DME, bearing i mind that there may be cern tain people who cant afford to buy the sophisticated equipment who will be deprived of the airapace by this regolation Now aa I have previously stated, the CAA, motivated by the need to provide safe and adequate service for the volwas of traffic forecast for 1965 asked the NAV Panel [a division of the Air Coordinating Committee] to consider d i m nyatarn~standads for mvin m gation. W made every effort to obtain e position-fixing methods of less accuracy than is provided by DME. Needless to say, none of the agencies represented expressed a desire for this compromise. I wouldn't say this is a closed caae now, frankly. We are at the point that we've got to have everythme we know of today, plus many things that will be coming along, to enable us to jam into the system safely the number of aircraft we'll have to deal with, tor packages have been approved. See page 30 for further details.] Ai ~irst, I say that the critical way OFFICIAL AIRCRAFT & -> .if,- -(^ a *"^L- T B M AVENGER Uw (W IN FORMATION (BLUE F'+;FYLmm FA MISSILE & USAF f44C NAVY XfV-1 VERTICAL RISER USAF EC-1210 SUPER CONSTEUATION NAVY MV-1 "TUltTlE" P-80 "SHOOTING STAR" JET 1944 P-381 "LIGKTNING" 1939-1944 F1 M A "STARFIGHTtR" X-7 RAMJET MISSILE F 1 W STARFIGHTER X-17 3 STAGE ROCKET LOCKHEED ElECTRA -JET LOCKHEED JET STAR LOCKHEED 0 3 0 HERCULES LOCKHEED 05 RAMJET MISSILE XP6M-1 SEAMASTER P5M-2 MARLlht TM-61 MATADOR MISSILE F-10IA "VooocxY' F2H-2 "BANSHEE" YB 49 FLYING WING f-890 SCORPION P-AI "BLACK WIDOW" T-3S JET TRAINER SM-62 "SNARK" NOBTHHOP ?ST AIR TO AIR ROCKET SUPER SABRE JET K SABRE JET AJ-1s ON CARRIER DECK X-10 GUIDED MISSILE P-51 "MUSTANG" NORTH AMERICAN H07A F-I& "THUNDERCHIEF" F M F THUNDERSTREAK REFUELED It4 FUGHT RF-UF THUNDERFLASH FIREBEE DRONE JET MISSILE 1951 XAAM-A*? PIREBIRD MISSILE W A N X-13 VEKTIJET S - Ã HELICOPTER D TSIMOTOR TRIMOTOR LINDSERGH WITH PLANE MFOTE TAKE OFF WfllOHT 5ROS. l i t FLIGHT AT KITTY HAWK ROBOT HELICOPTER Y XE KR - ORDER BY NUMBER STATE SIZE PHOTO WANTED GENUINE GLOSSY PHOTOS ALL ORDERS PREPAID MARCH, 1958
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