曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

that requirement was put in place.
The opportunity came in October 1988,
at the fi rst meeting of the European Civil
Aviation Conference (ECAC) Transport Ministers
on the air traffi c system in Europe,
during Horst Flentje’s term as EUROCONTROL
director general. This was the fi rst
meeting of ECAC at ministerial level, and
the agreement was reached for EUROCONTROL
to create a CFMU.
The CFMU could not be accomplished
in one move, as there were already 11
existing regional Flow Management Units
in Europe, many of which had no direct
data or voice links with each other. The
fi ve major units were Frankfurt, London,
Madrid, Paris and Rome. A transitional step
was fi rst needed, together with the swift
implementation of a modern voice and
data communications network, linking the
CFMU to every major ATC Unit in Europe.
More powerful computing would be required
to process fl ight plan data. That part
of EUROCONTROL’s history belongs to the
next decade.
EUROCONTROL’s membership increased
during these years. Portugal joined in 1986,
Greece in 1988 and Turkey in 1989. Under
the terms of the amended Convention, the
experimental centre at Brétigny-sur-Orge
worked on simulations and technical tests
on air traffi c systems, while its Institute of
Air Navigation Services in Luxembourg
researched ATC concepts at a personnel
level and trained operators. As the decade
closed, with Keith Mack appointed director
general, Cyprus, Italy, Malta and Spain were
in the process of joining EUROCONTROL.
Other elements of the European
airspace equation were also on the brink
of change, as the ending of the East-West
political divide would lead to a reduction
in military airspace activity, and enable
Eastern European states to join Western
European organisations.
EUROCONTROL’s fi rst Convention was
signed in 1960, which, coincidently, was
the fi rst year in history that more people
crossed the Atlantic by air than by sea. By
the end of the 1980s, despite economic
downturns, fuel crises and periods of stasis,
it was now clear that the underlying trend
in air transport was relentless growth.
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www.idac.gov.do
THE 1990S WAS something of a milestone
decade for EUROCONTROL. For almost 30
years the organisation had been languishing
somewhere between its original aim to be
entirely responsible for the upper airspace
over all of Europe and its compromise role of
harmonising and integrating air navigation
service provision in the region.
With no regulatory powers, the Agency
relied on the cooperation of Member States
in its bid to enhance safety, improve effi -
ciency and minimise duplication of eff ort. By
the late 1980s, however, air traffi c in Europe
had doubled compared to the early 1970s
and congestion and delay were reaching
crisis levels. Systemic fragmentation was
hampering eff orts to improve effi ciency and
increase capacity. There was a growing realisation
that perhaps the original aims of a
pan-European air traffi c control (ATC) system
were the only realistic solution.
After a particularly poor summer in 1988,
the Central Flow Management Unit (CFMU)
was created, replacing national fl ow management
units. It was the fi rst pan-European
air navigation service and laid the foundation
for a series of developments in the
1990s that would fi nally lead to the adoption
of the Single European Sky initiative in
the new millennium. The fi rst of these was
The 1990s
The 1990s saw an
unprecedented period of
change throughout Europe.
Advances in technology and
the fall of the Berlin Wall
required bold steps.
Anne Paylor reviews
EUROCONTROL’s radical
move to establish a
pan-European network
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facilitating the standardisation of surveillance
data processing and distribution.
As well as improving the effi ciency and
reliability of ATM surveillance systems across
　
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