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 CF-104s 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: April 11, 2005