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working with the military, not only through
its day-to-day operations, but also through
previous work on implementing the Flexible
Airspace Use from 1996, which was fundamental
in opening up sections of military
airspace to civil aviation.
Throughout the decade, work continued
to increase capacity and reduce delays. A
major element of this effort was the Reduced
Vertical Separation Minima (RVSM)
programme, which required all of the Agency’s
technical expertise and experience in
handling the somewhat complex politics
involved in the process. Moreover, RVSM
has underlined the benefits of cooperation
with non-European neighbours. The former
director general, Victor Aguado, described
RVSM as the biggest change in Europe’s
airspace for 50 years.
As its role and mission continue to
evolve, EUROCONTROL’s half-century of
Albania, Armenia, Austria, Belgium, Bosnia and
Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic,
Denmark, Finland, France, Germany, Greece, Hungary,
Ireland, Italy, Lithuania, Luxembourg, Malta, Moldova,
Monaco, Montenegro, the Netherlands, Norway, Poland,
Portugal, Romania, Serbia, Slovakia, Slovenia, Spain,
Sweden, Switzerland, The former Yugoslav Republic of
Macedonia, Turkey, Ukraine and the United Kingdom of
Great Britain and Northern Ireland.
GB
FR
BE
LU
DE
LT
PL
CZ
AT
UA
MD
RO
BG
BA RS
ME
MK
AL
HU
HR
SI
TR
AM
GR
MT CY
IT
SK
LU
NL;
DK
NO
SE FI
IE
PT ES
EUROCONTROL's 38 Member States
ATC centre in the world – never before had
air traffi c in one country been controlled
from a centre located in another.
Maastricht showed the way for the
development of two more key ATC centres
in the mid-1970s – Shannon, with its North
Atlantic responsibilities, and Karlsruhe,
handling the upper airspace of southern
Germany. Design of the data processing
and display systems at both locations drew
heavily on MUAC technology, making it
possible to automatically exchange fl ight
data and cutting reliance on telephone
coordination to a minimum.
Innovating through the 1990s
Technical fi rsts spearheaded by EUROCONTROL
during the 1990s included the introduction
of the ATM Surveillance Tracker and
Server System (ARTAS), B-RNAV area navigation
and 8.33kHz radio channel spacing.
ARTAS is designed to integrate surveillance
data from several diff erent sensors
into a single picture of the air traffi c situation.
B-RNAV is the fi rst-phase implementation
of area navigation, which requires
aircraft to navigate via non-physical waypoints
instead of tracking ground-based
navaids and is seen as one of the most
important enablers for an optimal en-route
operating environment. And the reduction
EUROCONTROL HAS BEEN a trailblazer
ever since its inauguration at the beginning
of the 1960s, nurturing new technologies
and airspace concepts, helping to foster
a common approach to rulemaking, and
guiding its Member States towards realisation
of the ideal of a truly integrated and
effi cient European air traffi c management
(ATM) system.
In the mid-1960s, the organisation
expressed its determination to occupy the
technological high ground by setting up its
own research and development arm – the
EUROCONTROL Experimental Centre at
Brétigny-sur-Orge, near Paris. For the past 45
years the centre has worked to create and
validate new ATM methods and tools and
to help the Member States to implement
them. It has made particularly eff ective use
of simulation for the all-important task of
validation, and the centre is proud of the
fact that it was the fi rst establishment in the
world to perform a totally digital real-time
air traffi c control (ATC) simulation.
EUROCONTROL recorded another fi rst,
and took its fi rst major physical step towards
a unifi ed European airspace, in 1972, when
the Maastricht Upper Area Control Centre
(MUAC) entered service. Covering Belgium,
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Reaching for the Single European Sky(49)
