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Standards.
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offices in Spain, Portugal, France,
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In the beginning…
The advent of the commercial
jet aircraft changed the air
travel industry and brought
about a need for a pan-
European solution to air
safety and regulation.
Tim Mahon explains
how it all began
through national airspace considerably
faster than their predecessors.
An aircraft travelling from, for example,
London to Zagreb would pass through
airspace controlled by up to seven diff erent
national authorities. In some of those jurisdictions,
the speed of the aircraft meant that
transit from one authority to another might
take just a few minutes – scarcely suffi cient
time for the controllers to accept, monitor
and hand-off the aircraft.
The time had come to establish a different
order of doing things and to create
an organisation that had, as its ultimate
objective, the maintenance of safety within
the fi eld of air navigation in Europe. The
concept of EUROCONTROL was now the
subject of international discussion, debate
and agreement.
On 13 December 1960, representatives
of the governments of Belgium, France, the
Federal Republic of Germany, Luxembourg,
the Netherlands and the United Kingdom
met in Brussels to sign the EUROCONTROL
International Convention relating to Cooperation
for the Safety of Air Navigation. The
aim of the Convention was to establish an
organisation that would exercise authority,
responsibility and control over the upper
airspace throughout Europe.
Its task had been developed by the International
Civil Aviation Organization, which
contemplated the complete integration of
air traffi c control (ATC) services on behalf of
the United Nations. Soon after the Convention
was signed, however, political reservations,
making implementation of the vision
to create seamless control of European
upper airspace a somewhat more diffi cult
achievement, began to intervene.
Having originally adopted a ‘top down’
approach to the task, in which the vision was
to create a body of regulations that would
apply to all, these political reservations –
which were essentially questions of the
extent to which national sovereignty should
over-ride a pan-European management
solution – forced the adoption of a ‘bottom
up’ approach, in which a federative organisational
structure would manage essential
compromises between international and
national concerns.
THE LATE 1950S and early 1960s saw the
emergence of a phenomenon that was to
become perhaps the fundamental driver
for the creation of what would become
EUROCONTROL.
Although air travel had been growing
steadily since the days of Imperial Airways’
majestic aerial Grand Tours across the Atlantic
and to such far-fl ung destinations as South
Africa and Australia, the day of frequent ad
hoc visits to destinations closer to home had
not yet created the congested and complex
airspace we see in Europe today. That day,
however, was just around the corner.
Aviation historians agree that perhaps
the most fundamental change that has ever
taken place in the history of commercial air
transport was the development and rapid
entry into service of the commercial jet aircraft.
Capable of carrying signifi cantly larger
numbers of passengers per aircraft than had
previously been the case, and transporting
them far more rapidly between destinations,
commercial jet aircraft represented a sea
change in the aviation environment of the
late 1950s. Their introduction into service
changed the face of aviation forever.
Existing airlines began to grow at signifi
cant rates, new airlines were created in
countries that had not previously enjoyed
the prestige of a national carrier and airports
large and small began to expand to cater for
the predicted growth in business and leisure
air travel. The modern air transport industry
– and its attendant regulatory and support
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Reaching for the Single European Sky(45)
