Aerial Navigation and Meteorology

(1) COL. GOLD is not too well informed about the history of the International Meteorological Committee. The introduction of improvements in the reports and codes has often given rise to animated discussions; for example, when barometric tendency was introduced. It is true that the opponents remained friends, and that the minority co-operated in carrying out the resolutions, but that was a reason not to insist upon the introduction of a resolution which had been adopted by 7 votes against 6.

THE Meteorological Section of the International Union of Geodesy and Geophysics met at Madrid at the beginning of October 1924, and the proceedings of the Section edited by the secretary, Prof. Eredia, have now been published. Some doubt had been felt by those familiar with international meteorological organisation as to whether the Meteorological Section of the Geophysical Union could find a broad enough field of operations without encroaching upon the proper domain of the International Meteorological Committee. The report of the work of the Section at Madrid which is contained in the present volume ought to remove any doubt of this kind. There are points where the work of the Section touches the work of the International Meteorological Committee, and under the guidance of a president less familiar than Sir Napier Shaw with international meteorological organisation, the Section might have wasted a certain amount of time in the unprofitable discussion of questions belonging to the field of official administration. The minutes of the five meetings, one of which was held conjointly with the Sections of Hydrology, Oceanography and Terrestrial Magnetism, show that the Commission confined itself to the encouragement and development of experimental and exploratory work in meteorology.

ON turning over this packet of the latest official publications on meteorology I feel disposed to survey them in a contemplative rather than in a critical attitude. They fall into two groups. The Catalogue of Meteorology in the Science Museum reviews the present in the light of the past, and the various publications of the Meteorological Office of the Air Ministry deal with the present in anticipation of a greater future. Board of Education. Catalogue of the Collections in the Science Museum, South Kensington, with Descriptive and Historical Notes and Illustrations: Meteorology. Pp. 107 + 6 plates. (London: H.M. Stationery Office, 1922.) 1s. 6d. net. Air Ministry: Meteorological Office, London. A Short Course in Elementary Meteorology. By W. H. Pick. (M.O. 247.) Pp. 118. 1s. 6d. net. The Observer's Handbook. Approved for the use of meteorological observers by the Meteorological Office, and the Royal Meteorological Society. 1921 edition. (M.O. 191.) Pp. xxx + 140 + 18 plates + 10 + 17 plates + 5. 7s. 6d. net. Cloud Forms according to the International Classification: The Definitions and Descriptions approved by the International Meteorological Committee in 1910. With an atlas of photographs of Clouds selected from the Collection of Mr. G. A. Clarke of the Observatory, Aberdeen. (M.O. 233, 2nd edition.) Pp. 10 + 17 plates + 5. 1s. 6d. net., Notes on Meteorological Corrections for the use of Gunners. By D. Brunt and J. Durward. Pp. 18. 3d. net. Forecast Code for the Abbreviation of Weather Forecasts transmitted by Telegraphy or Radiography. Pp. 18. 1s. net. The New International Code for Meteorological Messages, 1922. Pp. 20. 4d. net. Weather Forecasting in the North Atlantic and Home Waters for Seamen. By Com. L. A. Brooke-Smith. Pp. 24. 6d. net. The Wireless Weather Manual. Pp. 24. 9d. net. (London: H.M. Stationery Office, 1921-1922.)

The Council of the International Civil Aviation Organization met in Montreal from May 22 to June 1, 1951 to consider items which needed to be completed before the opening of the fifth session of the ICAO Assembly on June 5, 1951. Annex 14 of the Convention Standards and Recommended Practices for Aerodromes as adopted differed in some respects from that submitted by the Air Navigation Division; the major change was the elimination of recommendations concerning the application and characteristics of the approach lighting system, Type B (high intensity). Unless a majority of the contracting states disapproved the Annex was to become effective on November 1, 1951 and to be implemented on June 1, 1952 in the case of airdromes used by international air services and on January 1, 1954 of other airdromes used by aircraft engaged in international air navigation. Sixteen amendments to Annex 3 of the Convention — Standards and Recommended Practices for Meteorological Codes — were adopted on the recommendation of the Meteorology Division. They were to become effective on October 1, 1951, and to be implemented on January 1, 1952. Action was also taken on the recommendations of the Committee on Performance of the Air and Operations Division. Report of the Air Navigation Division on its review of the implementation of regional plans in North America, South Pacific, South Atlantic, South American, and African-Indian Ocean Regions were approved. It was noted that in the first two regions there were no deficits in air navigation facilities and services which would seriously affect safety, efficiency or regularity of service.

This article discusses how airline and airport associations are increasingly finding opportunities to collaborate with each other and the International Civil Aviation Organization (ICAO) to meet common safety goals. The development of Standards (uniform applications that are necessary for international air navigation safety) and Recommended Practices (uniform applications that are desirable for international air navigation safety), collectively called SARPs, form the cornerstone of these relationships. Joint development of Procedures for Air Navigation Services (PANS), together with SARPs, provides true viability for these interorganizational relationships. Other airline industry organizations that jointly participate in the development of standards include the International Air Transport Association (IATA) and the Airports Council International (ACI). The article also discusses how ICAO and IATA share safety-related information from their respective safety audit programs, including accident/incident data. The formal agreement between these organizations is designed to help each to better identify potential safety risks, thereby mitigating the possibility of aircraft accidents. Known as the first global standard for airline safety management, the IATA Operational Safety Audit (IOSA) has processed 70% of international scheduled traffic involving 150 airlines. The article also discusses joint initiatives involving such practical operations issues as airport management. Of particular note is a discussion about the Airport Management Professional Accreditation Program (AMPAP), a joint program launched in 2007 by ICAO and ACI. Among its emphases is optimizing the sharing of knowledge across international borders to provide in-depth expertise to airport operators for achieving greater operating efficiencies.

The 39th session of the Council of the International Civil Aviation Organization (ICAO) extended from January 27 to April 14, 1960, during which time the Council considered several questions on air navigation, air transport, and technical assistance, as well as administrative and legal matters. In the field of air navigation, the two subjects that aroused the most interest were Amendment 35 to Annex 10 (Aeronautical Telecommunications), proposing new specifications for distance-measuring equipment, and the Secretariat's reports on investigations of major deficiencies in air navigation facilities and services on the main international air routes. After a debate in which the United States, the Netherlands, and the Federal Republic of Germany strongly supported the aforementioned amendment, with Australia, Canada, the Union of South Africa, and the United Kingdom opposing it, the following were adopted, to be approved or rejected by member states by September 1, 1960: 1) the new Standard making VOR (omnidirectional radio range) the standard aid for air traffic control and other operational purposes en route as well as in terminal areas; 2) the new Standard requiring the installation of DME (distancemeasuring equipment) as a complement to VOR where, for operational or air traffic control reasons, there was need for more precise navigation service than that provided by VOR; and 3) amendments relating to the “protection date” for VOR and DME. To determine whether joint financing might be a possible remedy for specific deficiencies in air navigation facilities and services, the Council established a working body to study the Secretariat's reports and present its findings to the June session of the Council.

The Council held a post-assembly session June 21 to 29, 1951 in which air navigation problems figured most prominently. The Council established universal radio telephony procedures recommended by the Airworthiness and the Communications Divisions during their fourth sessions and incorporated them into Amendment 4 to Annex 10 (Aeronautical Telecommunications) of Standards and Recommended Practices for implementation November 1, 1951. The Air Navigation Commission was authorized to establish a small standing committee, proposed by the Airworthiness and Operations Divisions, to make tentative amendment to Annexes 6 and 8 (Operation of Aircraft, Airworthiness of Aircraft). The Council also approved the implementation January 1, 1952 of the Revised Supplementary Regional Procedures in Meteorology. On the advice of the Air Navigation Commission, the Council approved the proposal by the United States and France to include the New York-Paris circuit in the Aeronautical Fixed Telecommunications Network of the European and the Mediterranean Region, subject to review by the European and Mediterranean Regional Air Navigation Meeting in February. Amendments 23 to 28 to Annex 4 (Aeronautical Charts) were adopted; and unless disapproved by a majority of contracting states they would become effective November 1, 1951 and implemented January 1, 1952. The Council endorsed the establishment of regional training centers and directed the Secretary-General to encourage such development and particularly to urge the governments of India, Pakistan, and Egypt to consider further development of centers of Allahabad, Nawabshar or Karachi, and Cairo, not only for the benefit of their own nations, but also for that of neighboring states. Noting the development of prohibited, restricted, and danger areas along international air routes, the Council asked all contracting states to issue communications prior to boundary changes. Mohammed El Hakeem (Egypt) and A. C. Carter (United Kingdom) were appointed to the Air Navigation Commission. In conclusion, the third report of the Organization's technical assistance program was approved with its estimated $900,000 budget for 1952 for transferral to the United Nations. The retirement of the Secretary-General, Albert Roper, was deferred until December 31, 1951.

T tHE law of air navigation, covering such matters as the rules of the air, airworthiness, safety regulations, lights and markings, licensing of crews, registration of aircraft, and customs procedure, was regulated for many countries by the Paris Convention of I919, and for other countries by the Havana Convention of I928. The United Kingdom was a signatory to the Paris Convention of I919, to which we gave effect in our domestic law by the Air Navigation Act of I920. The United States did not ratify that Convention, but subscribed to the somewhat different Havana Convention of I928. The fact that there were two different conventions in existence was inconvenient, and in 1944 at the Chicago Conference another Convention of wider application was drawn up, and the participating countries agreed to withdraw their signatures from the Paris and Havana Conventions and to subscribe to the Chicago Convention. The United Kingdom gave notice of denunciation of the Paris Convention in I946, and the Air Navigation Act of I947 now gives effect in our domestic law to the Chicago Convention of I944. These technical questions could have been very tiresome. One or two countries, for example, tried to charge customs duty on aviation spirit consumed in aircraft flying over their territories. But in general, as with most technical matters, the participating countries have been able to resolve these differences smoothly. Two technical matters, however, have given rise to a little trouble and still call for some adjustment. The first is the question of the radio and radar equipment to be used. Since the war there has been some controversy over the types of equipment developed by the United States and those developed by Great Britain, and I am not sure that in all cases the issue has been decided on technical merits alone. The other is the construction and maintenance of aerodromes necessary for international flying in territories which cannot afford them. A particularly good example of this is Gander in Newfoundland. This aerodrome is quite beyond the resources of Newfoundland to maintain; the task of clearing away the snow alone is prohibitive for Newfoundland. Yet in the present stage of flying an aerodrome in Newfoundland is essential for international airlines. This problem will also become acute in many British colonies and in many small countries which have to be traversed by the great international lines. How can it be tackled? It could be made the responsibility of the international air lines, with a contribution from the territory concerned in so far as the 56

Since 1893, the Royal Netherlands Academy of Arts and Sciences has awarded, once every 10 years, a golden Buys Ballot Medal to a scientist who has made outstanding contributions to the development of meteorology. The award was instituted in 1888 in honor of C. H. D. Buys Ballot (1817–90), upon his retirement as professor of physics at the University of Utrecht. Today, Buys Ballot is remembered best by Buys Ballot’s law, which gives the relation between wind and pressure. He derived this law from observations and published it in 1857.1 Buys Ballot was a pioneer both in weather forecasting and in recognizing the need for international cooperation in meteorology. He founded the Royal Netherlands Meteorological Institute (KNMI) in 1854 and served as its chief director until his death, and was first president (1873–79) of the International Meteorological Committee, a predecessor of the World Meteorological Organization (WMO).

Notes on the Meeting of the International Meteorological Committee at Zurich in September 1888

A MEETING of the International Meteorological Committee has been arranged to take place at Upsala, commencing August 20. Since the meeting at Munich in 1891, four new members have been added to the committee—Mr. William Davis, Cordoba; Mr. John Eliot, Calcutta; Mr. R. L. J. Ellery, F.R.S., Melbourne; and Dr. A. Paulsen, Copenhagen. The last named has replaced Dr. Lang, Munich, who died last year.

<i>Manual of Meteorology, Vol. III. The Physical Processes of Weather</i> . By Sir Napier Shaw, F.R.S., sometime director of the Meteorological Office, London, and president of the International Meteorological Committee. With the assistance of Elaine Austin, formerly of Newnham College, Cambridge. Cambridge University Press. American agent, Macmillan. 445 pages, 149 figures. Price $9.00.

The European Meteorological Aircraft Derived Data Centre (EMADDC) is an operational centre in development to utilize all aircraft in the European airspace to derive upper air wind and temperature observations.The lecture will provide a high level overview of EMADDC and focus on the origination, the methods used, the EMADDC data and use cases and the unique partnerships. Also, the latest developments concerning global geographical coverage will be presented. &amp;#160;&amp;#160;New air traffic control surveillance technologies such as Mode-S Enhanced Surveillance radars (Mode- S EHS) present great opportunities to obtain or derive large quantities of wind direction, wind speed and temperature observations in numbers unprecedented in the European region.EMADDC is a EUMETNET program, led by the Royal Netherlands Meteorological Institute (KNMI), for the collection, processing and dissemination of quality controlled meteorological upper air observations, based on aircraft data. Observations derived from sensors onboard aircraft are more or less instantaneously collected by Mode-S EHS radars of Air Traffic Control Centres and by local Mode-S/ADS-B receivers. By agreement, EMADDC receives these observations from Air Navigation Service Providers and local Mode-S/ADS-B operators, such as UK Met Office and Air Support, directly.EMADDC is a true partnership program linked to the meteorological and aeronautical domain and is supported by several commercial and non-commercial organisations. EMADDC is co-funded by the European Union via the Connecting Europe Facility (SESAR Deployment).Each day approximately 25 million temperature and 35 million wind observations, quality controlled, are being made available to stakeholders for use in data assimilation by NWP centres such as ECMWF, or to be used operationally in meteorological forecasting offices.Information about EMADDC is available at https://emaddc.com

EU Emissions Trading scheme in aviation: Policy analysis and suggestions

This research examines the Flight Information Region (FIR) boundary adjustment between Indonesia and Singapore that affects Indonesia's air navigation sovereignty. Various efforts have been made by Indonesia to take over control of the FIR from Singapore, until finally reaching an agreement in adjusting the FIR boundary in 2022. However, in taking over the FIR, Indonesia faced problems, namely the difficulty of Indonesia taking over the management of the FIR which was previously managed by Singapore, as well as challenges in meeting international standards in FIR management. Although the agreement in adjusting the FIR boundary has been agreed, until now the effort has not achieved the expected results in realizing air navigation sovereignty in Indonesia. The purpose of this study is to evaluate how FIR boundary adjustment can improve Indonesia's air traffic management, national security and economic growth. Obstacles include sovereignty issues, international air traffic management standards, and diplomacy between countries. This research uses the policy analysis method by collecting primary and secondary data to analyze the agreement reached in 2022. The results of this study show that the 2022 Indonesia-Singapore FIR adjustment agreement has not fully guaranteed Indonesia's air navigation sovereignty, but this agreement provides significant progress in Indonesian territory. The implications of the results of this study include improving air traffic efficiency and strengthening Indonesia's sovereignty over its airspace, which can also provide insights for future foreign policy and international cooperation.