Every summer, Europe’s air traffic management system struggles to deal with the increase of air traffic. ATM workers know that the main reason for this is the unfit ATM Performance Scheme brought by the EU on national ATM providers.
While we acknowledge the need for such a EU-wide scheme, we need deep changes in the one we have!
In a new position paper, we present the main shortcomings of the current scheme and innovating ideas to reform it. In a system struggling with capacity shortage, cutting costs cannot be the first priority over any other. On top of this, we need a more realistic assessment of safety, capacity and environment. Amongst others, here are our key demands:
1. Cost Efficiency should be renamed ‘ATM funding’. The prime objective of this KPA should be that every Member State finances its activity and infrastructure to an appropriate level. Targets set on costs have always resulted in cuts in recruitment all across Europe. This has led to the staff shortage and capacity constraints we experience today.
2. Safety is being taken for granted and not adequately ensured. With service provision getting more fragmented, we must better adapt assessments to safety chains. Legally binding safety targets, adequate oversight mechanisms and positive measurement of safety is needed. We also need an annual ATM Safety Report prepared by EASA’s Collaborative Analysis Group.
3. Capacity should not be based on delay indicators. It should be measured by throughput (number of aircraft serviced over time reference), considering the complexity of traffic, staffing issues, available technology and airspace design constraints. Current targets are unrealistic and just make ANSPs treat it as another cost element.
4. Environment considerations must be taken seriously. Currently, this KPA is being influenced by external factors to the actual performance of the provider – mainly airlines’ own flight planning and the irregular military use of airspace. We must start by establishing a centralised route selecting service that assigns the most sustainable route for each flight. Without this, environmental considerations of the performance scheme will never be anything but greenwashing.
5. Change Management should be added as a new indicator to track and monitor the change process through RP5. This would allow a more serious approach to changes in the network, measuring progress, buy-in from staff and delivery.
Workers must be heard in the drafting process of the new Performance Scheme for Reference Period 5 (RP5). Following a letter sent to Commissioner Tzitzikostas on 18 July, we invite all other relevant actors to consider our demands and engage in effective dialogue.
