RCAF RADAR UPGRADING
All RCAF radars were upgraded in 1959/60 with installation of the Identification, Friend or Foe (IFF) Radar Beacon. Later in 1961-62, this was improved with the purchase of Selective Identification Feature (SIF); this feature allowed much easier identification of aircraft and also emergencies could be recognized a great deal faster than in the past. Although still somewhat crude by later standards, the Secondary Surveillance Radar (SSR) coverage with SIF capability was now available out to 100 Nautical Miles. The installation of SIF on the RCAFs Quadradar had to wait until technical difficulties were removed and this did not happen until 1970.
In 1962, however, the RCAF produced a major change to Air Traffic Control Operations by including the Approach Controller in the Radar Operations Trailer and thus Radar Terminal Control was introduced. This gave rise to a new word in RCAF circles - RATCON. At the same time, a contract was released to upgrade the CPN4 with the "Brighteyes" modification which extended Area Surveillance Radar coverage from 40 to 60 miles and Secondary Surveillance Radar coverage was also extended from 100 to 200 miles. Precision Approach Radar was also mounted on turntables which could allow coverage of up to four runways.
RCAF Stations which received these new RATCONs were:
St. Hubert;
Bagotville;
Portage; and
Comox.
1 Fighter Wing, Marville, France;
2 Fighter Wing, Grostenquin, France;
3 Fighter Wing, Zweibruecken, West Germany; and
4 Fighter Wing, Baden-Soellingen, West Germany.
The Canadian Bases, within the exception of Comox, which used an old GCI radar building, had their equipment remoted to IFR buildings; in Europe, however, the RATCONs were installed in expandable trailers built by Gilfillan and designated "mobile" MPN 501(v) RATCONs. By making these installations "mobile" they could be airlifted back to Canada for use at National RCAF Stations, if no longer needed in Europe. Had the equipment been permanently installed in buildings, the RCAF lawyers advised the powers-that-be that NATO authorities might demand the equipment be legally turned over to our NATO allies for their retention and use.
THE GOOSE BAY ATC FACILITY
Probably the original and certainly the most unique Radar Terminal Control unit was that of Goose Bay, Labrador.
The ATC radar facility at Goose Bay was a joint operation comprising both USAF and RCAF ATC controllers. The RCAF provided the Terminal Controllers, Assistants and Surveillance Controllers while the USA provided Precision Radar Controllers. Maintenance of the equipment was a USAF responsibility for the radar and the radios except for three radio frequencies maintained by the RCAF Communication Technicians. The building, main commercial power and backup power facilities was an RCAF responsibility. This last was rather interesting, since the backup power, until at least 1969 had to be manually initiated. If the commercial power failed, the "B" assistant had to run down the hall, manually start the diesel and turn the power switch to "BACKUP". This was not the best method, but it was all we had. Goose Bay Oceanic Centre was in the same building so it was vital that the transition to backup power was done quickly. In the early 1970s, uninterruptible backup power was finally installed. The initial USAF radar equipment was a Bendix CPN 18 while the precision radar was that from an MPN 13. An old GCA MPN 11 trailer was located on the field for backup and to provide Precision Radar Approach service to runway 35. In 1976, the CPN 18 was finally replaced by an FPN-47 provided by the USAF. In 1976, the RCAF assumed full responsibility for the maintenance of the Radar and communication equipment and also accepted the responsibility to provide RCAF Precision Radar controllers. The FPN-47 equipment remained in place, on loan from the USAF, until 1987 when the Terminal Aids Replacement Program provided new Marconi radar.
LAHR AIRFIELD RADAR
During the initial stages of the move of the ATC facility from Marville Airfield in France to Lahr, Germany, the FAF retained their squadrons at Lahr and the ATC personnel jointly used the FAF radar and equipment for the first four months. This was a challenging time as the FAF controlled their aircraft in a much more cavalier method than the RCAF. The RCAF had two squadrons of CF104s while the French had two squadrons of Mirage III fighters, the RCAF controlled in English while the French controlled in French - naturally. It was during this period that the RCAF controllers discovered that the LAHR FAF controllers were using the Baden-Soellingen Non-Directional Beacon (27 miles North) as their outer control fix for Southerly letdowns of the Mirages - all, of course, without any coordination with the Baden ATC facility. Unbelievable!
Initially the mobile RATCON from Marville was installed at Lahr, but in 1967, this equipment was showing the ravages of time. #1 Air Division initiated plans for a new radar; The Staff Officer #1 Air Division also suggested a plan whereby the two bases, Lahr and Baden could be provided ATC service from a central radar at Lahr. This was accepted by the senior staff of AFHQ because of the shortage of funds as an acceptable compromise and monies were diverted to purchase the Marconi series 600 L-bank radar renamed AN FPN 601(V). This radar had a dual beam antennae for low and high coverage with a range of 200 miles secondary and 70 miles primary. The Marconi radar was rushed into operation with no training for the staff and not enough quality control. After about four months in operation, the serviceability was so bad that an NDHQ inspection team was called in and a complete Engineering check carried out on the equipment. At least 35 cold-soldered joints were found (this could cause intermittent loss of current and thus cause breakdowns). One of the technicians asked, "Was there any Quality Assurance carried out on this equipment during installation?
The Lahr installation provided control service to Lahr and Baden-Soellingen, 27 miles to the North. The initial operation was resisted by the aircrew and by some of the ATC personnel. Major Keith Cameron was told to set up a Public Relations program to educate the Baden Squadrons and this did improve relations between the pilots and the Lahr ATC Section. In the early 1980s, equipment problems again caused some near misses and a deterioration in relations between the pilots and the ATC section again. In 1985, the requirement to increase capability in times of Tension and War (TTW) caused the Headquarters to organize two terminal control units, one at Lahr and one at Baden, each separate and distinct. This would provide survival but the requirement to provide full coordination in one small airspace slowed down the recoveries.
In 1989, the #1 Air Division Staff Officer Air Traffic Control arranged for the radars at Lahr and Baden to be internetted with the same radio frequencies available in both places. Any controller in either unit could select the Baden returns, the Lahr returns, OR a return from both - the computer would select the best return. In any exercise or Times of Tension and War, both units were to be manned 24/7 with the ATC responsibility shifting as required to provide crew rest etc. Overall control was improved, coordination lessened and better service was provided to the aircrew.
Updated: November 29, 2004