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Probably one of the most notable steps in ATC history took place in February 1972 when the Maastricht Upper Area Control Centre began operations. In the years that followed, it became more and more ap
 
parent that a unified European approach to all aircraft traffic was a must in order to meet the needs of the ever-increasing number of aircraft. Part of this increase is, of course, attributable to business aviation, which has also seen a steady increase in aircraft movements as well
as universal acceptance by the aviation community.
More than 45 years after the birth of EUR0C0NTR0L, it is very encouraging to see that it is, more than ever, meeting the increased demands placed on it by legis¬lators, the aviation community, European Member States and the entire aircraft travelling public.
The European Business Aviation com¬munity is proud to be so closely associ¬ated with this organisation and to benefit from the wealth of assistance and valu¬able statistics they produce on behalf of all aviation sectors, including business avi¬ation. We are extremely pleased to have been given the opportunity to participate in the production of this yearbook and we are sure that it will give the readers a great insight in the working relationship between Business Aviation and EUR0C0N¬TR0L. EBAA is looking forward to many years of close co-operation with the entire staff of EUR0C0NTR0L.
 
 
40 years paving our way to the future.
1-0 years ago. it was all challenges. Inc*e Tifsa has grown in time to a society where infrastructures evolve constantly. offering integtated solutions rid providing Irading edge trtchnologim Throughout these Team, we have had a clear international focus. bring
resent in more than 25 counties. This places us in a leading position within the transporl engineering and eonsultancipr sector. 40 years later, we carry on faring up new challengn. Thanks to ail of those who have accompanied us along this way,
A referenceire transport engineering and coriu[wrLcy,
INECO
TIFSA
 
  Meeting
passengers' needs
Martin Robinson
Senior Vice President, IA0PA European Region

 
For many years, IA0PA¬Europe (International Aircraft 0wners and Pilots Association) has had a good working relationship with EUR0C0NTR0L. Since I have worked for IA0PA, there have been three Director Generals of EUR0- C0NTR0L. The first was Yves Lambert, who attended the IA0PA World Assembly in 2000 in Edinburgh, Scotland where he said: "GA [General Aviation] must be taken seriously. Its needs should be met as far as possible; and its hard-won liberties must not be curtailed." I was pleased to see him again recently at the 50th ICA0, EANPG (International Civil Aviation 0rganization, European Air Navigation Planning Group) meeting in Paris.
Next was Victor Aguado. His style was very different, but we did enjoy his time in office. Now we have David McMillan, who attended last year's IA0PA conference in Athens, Greece even though he had only been in his new post for a short while.
IA0PA is very grateful to David for giving his time in order to learn more about GA in Europe. Deciding how to allocate airspace and airports between the different airspace users, and recogni¬tion that each user has a right to access airspace and airports, is an ongoing process. GA and Business Aviation (BA) have different but similar requirements of on-demand access.
Most of IA0PA's members fl y under Visual Flight Rules (VFR), whereas EBAA (European Business Aviation Association) members fl y under Instrument Flight Rules (IFR). However, what is common to both groups is the lack of a fixed timeslot; in other words, our members want to fl y at times that suit their travel plans. This is entirely different from accommodating airline schedules, where passengers travel at times that do not suit their needs and do not necessarily end up exactly where they want to go.
　
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