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other formal reporting systems operated by UK organisations
by providing a confidential, though not anonymous, means
for individuals to raise issues of concern.
NATS recognises there is a place for CHIRP but believes that
by adopting a ‘just’ culture, an open approach to incident
reporting will be maintained within the organisation.
“We strive to encourage openness,” said Cusden. “We find
we are generally able to get more detailed information about
an incident if we can talk to the reporter”.
An area of particular focus at a European level is runway
incursions and Cusden said that, as soon as NATS focused on
this, the number of incident reports received on runway
incursions increased significantly. However, he pointed out
that, despite the overall increase in the level of reporting, the
number of serious events remained largely constant while the
number of minor, low-risk events increased.
NATS has runway safety teams working at all 14 of the UK
airports where it provides services. These teams work closely
with airlines, airports and other stakeholders to find solutions
and the result is a very quick turnover of improvement actions.
“At one airport, we managed to implement taxiway marking
improvements identified by the team as an action to improve
safety within 48 hours of the recommendation being made,”
Cusden said. “Working together is crucial.”
NATS has a register of all the risks it manages, such as runway
incursions, level busts, etc., and works with EUROCONTROL and
CANSO to learn from others what problems they have identified
and what solutions they have implemented. But Cusden
stressed: “We are not just reacting to EUROCONTROL. Rather, we
are actively contributing to the effort.”
On level busts, for example, NATS is about to send CDs to
22,000 pilots to raise awareness of the issue, and it is working
with 42 airlines on activities to reduce the number of level busts.
“We don’t wait for directives: we just get on with it. We
have a good safety record and there is a huge ongoing effort
aimed at improving that record,” said Cusden. “It is part of
our culture to always strive to improve. No matter how good
you are, you can never rest on your laurels. There are always
improvements to be made and as long as we strive for those,
we will sustain a high level of safety.”
Cusden stressed that NATS does what it does in terms of
safety management “for the right business reasons, not
because the regulator says so. Regulation is just a safety net.
As an air navigation services provider, safety has to be our first
priority as a business: it is not just a moral issue, but an
economic driver as well.”
“Safety has to be our
first priority as a
business: it is not just a
moral issue, but an
economic driver as well”
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
66
THE CHALLENGES AHEAD
Jenny Beechener looks at the key challenges facing Europe’s airports; how ATM and
airports must work together, encourage open honest communication on incident
reporting and add capacity through better co-operation
irports are predicted to become the main capacity
bottleneck from 2006, exceeding en-route delays for
the first time. A EUROCONTROL study forecasts that
Europe’s 20 largest airports will have a capacity shortage
within five years, and despite major infrastructure
development, the network will be unable to handle some 18
per cent of the predicted doubling of traffic by 2020.
But the figures do not fully account for untapped capacity
that exists in and around the airport, and in particular, the
potential benefits of improved co-operation between airports
and air traffic control. As more advanced computer planning
tools become available, the opportunity for collaboration
between controllers, pilots and airports promises benefits in
terms of capacity, safety and environmental impact.
"Our first goal is to unlock latent capacity," says Philippe
Joppart of ACI EUROPE, co-Chairman of the Airport
Programme Advisory Group. “It is not really creating new
capacity, although it could be, but it is about improving the
way aircraft can be flown to minimise environmental impact
and to establish good flow management.”
EUROCONTROL's Airport Programme tackles the issues of
safety and capacity through a series of projects that focus on
runway occupancy and incursions, collaborative decision
making, time-sequenced arrivals and surface movement
guidance. Joppart says there has been a quantum leap in the
　
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