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Programme has
played its part in
delivering a fifth
consecutive year
in which there
have been no fatal
incidents
decrease in the number of serious inci¬dents attributable to air traffic control. GA and BA can contribute further to this excellent record by participating in the EUR0C0NTR0L Voluntary ATM
Incident Reporting Scheme, which they are warmly invited to join.
Lastly, protecting the environment remains a core focus in everything we do. It is written into the first package of SES legislation and the recently pub¬lished second package. This yearbook highlights some of the efforts that GA and BA are making to decrease their negative impact on the environment, as well as some of the burdens this may impose.
I am sure that you will enjoy this publication as it offers interesting and enlightening observations on the
future of our industry and is born from the true spirit of partnership.
 

 
 
 

 
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Just over 100 years ago, Wilbur and 0rville Wright took off for their first flight. Did they ask permission from anybody? 0f course not, but then the chances of getting into air traffic problems were minimal. The first flight covered a distance of 50 metres — less than the overall length of a Boeing 747 or an Airbus A340-600. As we all know — and many of us remember — aviation developed quickly. But, in those early days, pilots predominantly took control of everything by themselves: navigation, separation, there was no radar, there was no flight guidance or Air Traffic Control (ATC), nor were there en-route charges. Bearing this in mind, it is amazing that in the early thirties there were already some very long distance flights taking place on a regular basis. KLM flew mail from Am¬sterdam to Batavia (Djakarta) in just over 72 hours. Radio-contact was mainly with the airport of destination using Morse code on short-wave radio.
It is amazing to remember that, in the years that followed, more and more aircraft entered the skies, but proactive
ATC remained very rudimentary. 0ne only has to think back to the Berlin Airlift when, for 321 consecutive days, as many as 400
aircraft flew each day around the clock, with flights originating from two airfields in the American zone and one in the Brit¬ish. A precise timetable was established, with three minutes between landings at the airport of Tempelhof in Berlin. This allowed no room for error. If a plane could not land on its first attempt at Tempelhof it returned to its base in West Germany. 0f course, some level of radar was avail¬able and also radio communication was more advanced, but nowadays one would not feel safe or confident with the level of ATC services available to them.
For many years after the Berlin Airlift, each European country was, to all
intents and purposes, responsible for the provision of its own ATC services, and managed all aircraft taking-off, landing or just flying over its territory. It is some¬times a surprise to realise that EUR0- C0NTR0L has already been in existence for more than 45 years and that the international convention on the safety of air navigation was signed as long ago as December 1960.
　
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(4)