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with a progressive reducti on in the use of voice interacti on
in tasks such as coordinati on and transfer of fl ights between
controllers, as well as pilot-controller communicati ons via the
tool AGDL (Air Ground Data Link). These tools are based on:
A) Precise data on the evoluti on of fl ight trajectories:
planned, tacti cal, deviati on, coordinati on etc.
B) Dynamically adjustable sector mapping as a
result of on-demand defense procedures and
coordinati on based on FUA (Flexible use Airspace).
Aena’s development, validati on and integrati on roadmap of
SACTA-iTEC can be found in the image below which is also
aligned to SESAR’s operati onal concept.
Aena gearing up for
Single European Sky
THE 1970s SAW a major increase in the number of fl ights in
Europe. Indeed, at the start of the decade, traffi c was roughly
double the levels that had been forecast just a few years
previously. The package-holiday market was booming, with
a resultant upsurge in charter fl ights to the Mediterranean.
And, increasingly, the cost of fl ying was falling, allowing
more people to travel.
This expansion compelled EUROCONTROL Member States
to meet the challenges of handling the growing numbers of
aircraft passing overhead in Western Europe, both effi ciently
and safely.
The EUROCONTROL Organisation, comprising the Agency
and the initial six Member States, as well as fi ve additional
States, began the decade by preparing a new system that
would apply a simple, unifi ed charge on all airlines using
their services. The creation of the Central Route Charges Offi
ce (CRCO) in 1971, brought into play centralised processes
The 1970s
Alan Dron takes a look
at EUROCONTROL’s
emergence as a driving
force in aviation during
the 1970s
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀬􀀬
􀀤􀀟􀀁􀁈􀀴􀀰􀁁􀁂􀀁􀀾􀀵􀀁􀀸􀀽􀀽􀀾􀁅􀀰􀁃􀀸􀀾􀀽
incorporated features that considerably
exceeded what might be considered the
minimum required to do its job, notably its
digital radar displays.
MINFAP remained in use for around 18
months. Thereafter, to handle the volume of
traffic passing through the area – Maastricht
is second only to London by this measurement
– a new system, the Maastricht Automatic
Data Processing and Display system
(MADAP) was developed. Among its innovative
features were multi-radar tracking and
tabular executive controller messages.
A further major innovation went operational
in August 1973, when the first
automated exchange of flight plan and radar
data with an adjacent unit was achieved.
The introduction of the Semmerzake Radar
Operating System by the Belgian military air
traffic service provider allowed the exchange
of real-time data from two remote centres.
So successful was the MADAP equipment
that two further control centres, at Shannon
and Karlsruhe, used developments of that basic
system. Shannon, on the south-west coast
of Ireland, had been an important transatlantic
stopping-off point since the mid-1940s,
when the limited range of passenger aircraft
meant that many refuelled at what was the
most westerly airport in Europe immediately
before, or after, the long over-sea sector.
While new generations of longer-ranged
aircraft had removed this need to refuel,
the airport remained an important location.
In 1971, EUROCONTROL’s Committee
of Management approved the construction
of a new ATC centre to handle increasing
transatlantic traffic flows, and in 1975 Shannon
Upper Airspace Centre began operating
the SHANDAP automatic data processing
system. Today, as well as handling all flights
in and out of Ireland (plus Irish domestic services)
the centre takes incoming flights from
North America and slots them into European
traffic patterns. Westbound flights are given
their final vectors and instructions before
heading out over the Atlantic.
In March 1974, the Hannover sectors of
German airspace were transferred to Maastricht’s
control. And in October 1975, German
military sectors were also integrated into the
centre’s operations. Two years later, in 1977, a
further building block for creating a Single European
Sky was put in place when Karlsruhe
Upper Airspace Centre began operations,
　
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