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data provision and reporting.
Another key activity is the billing and collection of route
charges for Member States and, upon request, for nonmember
countries. The system used by the Central Route
Charges Office (CRCO) is based on recommendations for air
navigation charges as set down by the International Civil
Aviation Organisation (ICAO). The CRCO works closely with
national administrations and charging offices.
3. Provision of regional air traffic control services on behalf of
Member States requesting such services is currently done at the
Upper Area Control Centre (UAC) at Maastricht, the Netherlands.
Regional co-operation makes for considerably improved
safety, greater capacity and better efficiency.
The Maastricht Upper Area Control Centre Agreement in
1986 and the Central European Air Traffic Services Agreement
in 1997 were signed in recognition of this fact.
The Maastricht Upper Area Control Centre (MUAC) has
managed the upper levels of the skies over Belgium,
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126
Luxembourg, the Netherlands and north-western Germany –
airspace which is amongst the busiest and most complex in
Europe – for nearly three decades.
In the future, it is planned that the Central European Air
Traffic Services programme, CEATS, will bring increased
airspace capacity and greater efficiency than can be
achieved by each of the eight separate national systems
operating on their own (Austria, Bosnia and Herzegovina,
Croatia, the Czech Republic, Hungary, Italy, Slovakia and
Slovenia). CEATS will enhance safety by eliminating the
necessity for flights to be handed over from one State to
another and will allow controllers to work together
using the same data, common technologies and
identical procedures.
Both the Maastricht UAC and CEATS programme can be
seen as precursors of the Functional Blocks of Airspace
which are now being planned and so will form part of the
overall design for the Single European Sky. The Functional
Blocks of Airspace are integrated blocks of airspace formed
according to operational requirements, regardless of
national boundaries.
4. Support to regulatory activities covers the development
of EUROCONTROL’s safety regulations, the so-called
EUROCONTROL Safety Regulatory Requirements (ESARRs)
and also the work undertaken to assist EC regulation,
through the drafting of implementing rules for the Single
European Sky.
EUROCONTROL structure
The EUROCONTROL organisation comprises:
• a General Assembly
• a Council of civil and military representatives
• the Agency, under the responsibility of the Director General
Key personnel
Director General: Víctor M Aguado
Director, Air Traffic Management Strategies (DAS): Bo Redeborn
Director, Air Traffic Management Programmes (DAP):
Guido Kerkhofs
Director, CFMU: Jacques Dopagne
Director, CRCO: Massimo Fusco
Director of the General Secretariat: Gerhard Stadler
Director, Finance: Francisco del Pozo
Director, Human Resources: Volker Thiem
Director, EUROCONTROL Experimental Centre (EEC):
Jan Van Doorn
Director, Maastricht Upper Area Control Centre (MAS UAC):
Karl-Heinz Kloos
Director, Institute Air Navigation Services (IANS): Lars Wedbäck
Director, Civil/Military ATM Coordination: General Jean-Robert
Cazarré
* Albania, Armenia, Austria, Belgium, Bosnia and Herzegovina, Bulgaria,
Croatia, Cyprus, the Czech Republic, Denmark, Finland, France,
Germany, Greece, Hungary, Ireland, Italy, Lithuania, Luxembourg, the
former Yugoslav Republic of Macedonia, Malta, Moldova, Monaco, the
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia,
Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and the UK.
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127
AEA overview
The Association of European Airlines (AEA), a non-profit
organisation, is dedicated to representing the interests of its
31 member airlines to the institutions of the European Union
(EU), the European Civil Aviation Conference (ECAC) and
other organisations operating within the air transport
industry. Based in Brussels, the AEA seeks to promote
co-operation amongst its member airlines on issues relating
to aviation, whilst respecting its members’ ability for
independent action when required.
The Association is open to established European airlines of
a significant size; as a rule of thumb, candidate airlines
should have a fleet amounting to 3,000 seats, or equivalent
cargo volume. These guidelines are flexible, however,
particularly in the case of a small country having just one
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Partnership for Performance and Growth.(52)
