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covering the southern half of Germany.
Easing the integration of Karlsruhe was its
adoption of KARLDAP, a developed version
of the Maastricht centre’s MADAP. With their
similarities, the two systems could exchange
flight data automatically, thus reducing
that would collect a single payment on behalf
of EUROCONTROL’s Member States for
every flight through their airspace. This did
away with the complexities of each nation
levying its own charge on a flight passing
over its territory.
The Route Charges system went live in
November 1971, based on a formula that
incorporated both the weight of the aircraft
and the distance flown through the EUROCONTROL
area. The Route Charges progressively
funded all the costs of the en-route air
navigation services that made up the essential
building blocks of an efficient air traffic
control (ATC) system – radar, navigation aids,
ATC facilities and associated support and
safety services. The system was phased in
progressively, over a 10-year period, in six
steps from an initial cost recovery of 15 per
cent from 1 November 1971, to reach full
cost recovery from 1 April 1982.
The system was quickly recognised as being
highly cost-effective. Using a single flight
message, sent by States, the CRCO’s single
database, billing, collection and accounting
processes proved to be considerably less
expensive than the previous more complex
method. The system continues today and
evolves with relevant International Civil
Aviation Organization recommendations
and European Commission regulations, with
all EUROCONTROL Member States having
a say in how the system is managed and
developed. It has proved an extraordinary
success and by the 1990s CRCO was recovering
a remarkable 99.48 per cent of billed
charges, while its administrative costs were
incredibly low, at less than 0.5 per cent.
The Maastricht UAC – the first
multinational air traffic control centre
On 29 February 1972, at 11.05pm, the
first ATC centre designed to guide aircraft
through the airspace of several different nations
handled its first flight. A few years later,
the Maastricht Upper Area Control Centre
(MUAC) was to become responsible for
aircraft flying above 24,500ft over Belgium,
Luxembourg, the Netherlands and northwest
Germany. The choice of the Dutch city
was geographically symbolic, as it sat almost
on the convergence of the Dutch, Belgian
and German borders.
Over the decades, Maastricht’s role has
been gradually expanded. In its early days
it handled traffic only over Belgium and
Luxembourg, using a system known as MINFAP
– Minimum Operational Facility Project.
This system represented the first operational
stage of the MUAC but was in essence far
from a minimum system, particularly as it
The price of aviation
fuel doubled in just
four months and
had tripled by the
following year
substantially the need for controllers to talk
to colleagues by telephone.
The oil crisis
The decade did not see a steady growth
in airline traffic, however. The decision of
Arab nations to cut back oil production, and
quadruple the price of a barrel in protest at
US support for Israel during the 1973 Yom
Kippur War, created huge problems for Western
economies, from which aviation was not
secure – indeed, with fuel being one of the
airlines’ major costs, this ‘oil shock’ caused a
sudden dip in airline traffic.
The price of aviation fuel doubled in just
four months by February 1974 and had
tripled by the following year. That, combined
with the accompanying recession, had a major
impact on the airline industry. Passenger
numbers continued to rise in 1974 (albeit at
the lowest rate of growth for 15 years) but aircraft
kilometres flown dropped by 5 per cent
– the first time a decrease had been recorded.
But, despite this blip, the trend in the
growth of flights was inexorably upwards. It
remained so, despite a further ‘oil shock’ at
the end of the decade and later recessions in
what is a notoriously cyclical industry.
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Reaching for the Single European Sky(57)
