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Runway safety is also a high priority. "It is a complex problem and we continue to have serious incidents," says Wilson. Worryingly, corporate jets are involved in a higher number of incidents, relative to total movements, compared to commer¬cial jets, due in part to their irregular flight patterns. "We have a high focus on trying to communicate with corporate business jets to improve runway safety."
MAKING THE BEST 0F LIMITED RES0URCES
Co-operation between airport part¬ners is not new, but it is the degree of
integration and information sharing that is different. 0perators have a common interest in higher system throughput and collaboration from the outset, which obviously leads to better use of limited resources. Some 40 airports have now implemented elements of the collabora¬tive decision-making concept, including flight update messages and departure planning information, and many also relay this data to the EUR0C0NTR0L's Central Flow Management Unit.
There are new tools that help the process, such as departure management tools and arrival managers, all of which are part of the concept of operations in¬cluded in the European SESAR (Single Eu¬ropean Sky ATM Research) modernisation programme. "A queue of 10-15 aircraft, waiting to reach the runway, is becoming 
 
unacceptable for environmental and cost reasons," says Wilson. "We are looking at the management of flights from the time they start their engines to the time they switch them off, and there are tools that allow this to happen."
0ne such co-ordination tool is the Network 0perations Plan, first published in 2006, which provides a consolidated view of forecast traffic for the coming season, along with capacity predictions that identify bottlenecks in the system. It is the result of the operations planning process, which consolidates inputs from all partners (navigation service providers, airports, airspace users, military). The
document is constantly updated and con¬solidates Europe's airspace capacity issues in a single document.
Business Aviation can take advantage of spare capacity in the system, avoiding congested hubs, by flying to locations close to major cities. 0ne of Europe's busiest corporate airports is Le Bourget. It handles more than 80 departures a day and offers quick access to central Paris. Moreover, business airports, such as Farn¬borough, Madrid Torrejon and Cannes, handle more than 20 daily departures
without any need to allocate landing slots.
"The work is then to incorporate these types of operations into the network," explains Wilson. "No matter what type of aircraft are involved."
FASTI ADDING CAPACITY
0ne European programme that promises high rewards in the short term is the First ATC Support Tools Implementation (FASTI) programme. By introducing advanced controller tools, FASTI aims to add 15 per cent more en-route capacity by 2012. The programme has taken four control¬ler tasks: conflict detection, planning,
 
monitoring and co-ordination, and pro¬vides system support solutions to reduce controller workload per aircraft. 0ne of five pioneer service providers, Switzer¬land's skyguide has succeeded in raising capacity by 22 per cent since 2006.
"We are keen to drive home the perfor¬mance indicators which we have in the programme so we really make a change," explains FASTI ATC programme manager Chris Brain. "Many of the tools are already industry products, but we focus on the use of the tools so they lead to improve¬ments in capacity and eff icency coming from reductions in controller workload."
FASTI moves into the implementation phase in 2009, when many more states are due to join the programme. The driver is not always capacity, for example, Scandi¬navia is looking to reduce system costs and sees controller productivity as a key area. By using FASTI tools, ANSPs can start to deploy controllers in a different way. Brain predicts that a single planner, for some pe¬riods of the day, can support two tactical controllers with these tools, in place of two planners, leading to improving efficiency .
　
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