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a specific incident, only the manager
dealing with the voluntary incident
reporting is able – via the trustees alone –
to contact the individual ATCO who
wrote the report, as only the trustees
know the identity of the reporter.”
Peters is convinced that, for the system
to remain intact, the reportees must feel
secure and not threatened in any way. He
says: “They want to be taken seriously.
They want feedback. Solutions, where
appropriate, must be implemented.” Peters
believes that if these measures are not
taken, the system will start to unravel and
all the hard work that has been done in
setting it up will be lost.
Experience so far with the
implementation of Just Cultures indicates
that those societies with a high anxiety
factor find it most difficult to develop the
process. These cultures often have a
multi-layered hierarchy within their
organisations, which again can make it
more difficult. Nordic countries have
found it easier than many others to adapt
to the Just Culture environment.
As far as the future is concerned,
mindsets need to be adjusted so that
people are more open to their own
vulnerabilities and accept that they make
mistakes, and that as long as they are
honest mistakes, there is no shame in
them. Peters is convinced that it is the
duty of ANSPs, who have started to
implement Just Culture, to communicate
with the wider community in general and
with other ANSPs in particular. They need
to share their experiences, especially the
pitfalls and miscalculations they made
along the way, so they are not repeated by
others. “There is still a long way to go and
there are many problems which could all
too easily ruin that which has already been
achieved, but we need to go there in order
to serve the paramount goal of our work –
safety,” says Peters.
Mindsets need to
be adjusted so that
people are more
open to their own
vulnerabilities and
accept that they
make mistakes,
and that as long
as they are honest
mistakes, there is
no shame in them
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Operating the network
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To date, controllers have not had a great
deal of hands-on experience of trajectory
management in an operational
environment, and most trials have been so
limited as to offer little indication of how
effective it will be in a dense traffic
environment. But early indications are
promising, although there is some
concern that the European model needs
to more closely reflect the International
Civil Aviation Organisation’s (ICAO’s)
proposed model because controllers feel
that would offer a more predictable and
stable environment.
A great deal of work was done on
trajectory management as part of
EUROCONTROL’s Programme for
Harmonised ATM Research in
EUROCONTROL (PHARE). As part of
this programme, an Experimental Flight
Management System was developed to
demonstrate, in simulation and flight
trials, the capabilities of an advanced
Flight Management System to predict 4D
trajectories. In doing so, it had to take
into account possible Air Traffic Control
(ATC) constraints and airline operating
procedures, negotiate a user preferred
trajectory with ATC (via data link) and
guide the aircraft to that trajectory.
Despite encouraging results, the
PHARE demonstration did not
demonstrate one of the key aims of
trajectory management, namely, a decrease
in controller workload. Much of this,
however, can be attributed to the trials
environment. Insufficient training of
controllers, lack of controller trust in the
tools, airspace not optimised for using
those tools, and operational procedures
and working methods not optimised for
the tools are some of the reasons cited.
Contract approach
Andrew Beadle, the International
Federation of Air Traffic Controllers’
Associations’ (IFATCA’s) representative to
ICAO’s ATM Requirements and
Performance Panel is confident that tools
will be developed to ensure that trajectory
management will become a beneficial
addition to the Air Traffic Manager’s
toolkit. He stresses that controllers would
prefer to see Europe adopting a contract
approach to trajectory management, along
the lines of the ICAO concept. IFATCA
defines a trajectory contract as “an
agreement for the airspace user to be at a
　
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