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safety and air traffi c management (ATM)
body. This included the adoption of the
EUROCONTROL International Convention on
Cooperation for the Safety of Air Navigation.
This was followed in 1967 by the inauguration
at Brétigny-sur-Orge, in southern Paris,
of the EUROCONTROL Experimental Centre
(EEC). This groundbreaking organisation was
tasked with devising methods and practices
to enhance safety in ATM, through processes
such as simulations and conceptual designs.
Under Bulin’s leadership, EUROCONTROL
also inaugurated the Institute for Air Navigation
Services (IANS) in Luxembourg. This was
developed as a facility where advanced ATM
procedures could be taught and air traffi c
Réne Bulin (1963-1978) Jean Lévêque (1978-1983) Horst Flentje (1983-1988)
Processing and Display System.
Lévêque would leave EUROCONTROL in
1983, to be replaced by Horst Flentje who
would head the organisation until 1988.
Flentje's appointment came at a time when
air traffi c above the European continent was
increasing steadily and this would bring its
own challenges for the organisation. For
example, although air traffi c was experiencing
an upward trend, some parts of the
European civil aviation infrastructure had
experienced under-funding and a lack of
recruitment. Passengers would feel these effects
in the form of delays and congestion.
Flentje and his colleagues embarked
on several initiatives to uphold safety and
pan-European cooperation, while at the
same time increasing Europe’s civil aviation
capacity. EUROCONTROL also began to welcome
new members into the organisation
during the 1980s, a process that accelerated
when the Warsaw Pact disintegrated
at the end of the decade. Flentje’s fi nal year
in offi ce witnessed the fi rst meeting of the
European Civil Aviation Conference (ECAC)
Transport Ministers to discuss the air traffi c
system in Europe.
The result of this meeting was the
creation of the Central Flow Management
Unit (CFMU), which aimed to balance the
demand for, and the capacity of, European
airspace. One of the important contributions
of the CFMU was to provide European ATM
service providers with a means of forecasting
likely demands on airspace.
A further meeting of the ECAC Transport
Ministers in April 1990 yielded the European
Air Traffi c Control and Harmonisation and
Integration Programme, known as ‘EATCHIP’.
By 1990, Keith Mack had been appointed as
EUROCONTROL’s DG and the EATCHIP initiative
was charged with developing means
by which Europe’s air traffi c capacity could
be increased and safety enhanced via the
harmonisation of European ATM procedures.
Allied to this was the Airport/Air Traffi c
System Interface Strategy, which aimed to
increase the ATM capacity in and around
Europe’s airports.
Yves Lambert, who would preside over
EUROCONTROL until the new millennium,
replaced Keith Mack in 1994. During his
seven years at the helm of EUROCONTROL,
the organisation changed signifi cantly:
membership doubled, growing from 15 to
30 States, two major projects – EATCHIP and
CFMU – were successfully completed and a
revised Convention developed, signed and
implemented.
One of Lambert’s achievements was the
adoption of the Flexible Use of Airspace
concept, which was designed to ensure that
the maximum number of users has access
to the maximum quantity of airspace for as
much time as possible, allowing civilian and
military aircraft to use airspace as and when
they need it. At the heart of the project
was the improvement of ATM coordination
between civilian and military controllers
and the reduction of airspace segregation.
The adoption of this concept is still ongoing
within the EUROCONTROL member nations.
In 2001, Lambert was succeeded by Víctor
Aguado, who occupied the post until 2007.
During the same year that Aguado took the
helm, Maastricht UAC introduced the fi rst
use of the Controller/Pilot Data Link Communication
system that enabled the control
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Reaching for the Single European Sky(52)
