Statistics
It's no secret that that the good news of only 3 high risk infringements in 2008 was exceeded in 2009, but 2010 has been much better. Why? Well it's as difficult to point to one reason, but look at all the initiatives nowadays, and new techniques and tools, whether it's listening squawks, AWARE GPS units, the GASCo Safety Evenings including the message, more pilots using 'Mode C' nowadays (which initially might have increased totals but reduced the risk of any infringement), and lots of help from magazines along with lots of GA pilots understanding the problem and flying accordingly.
If you do suddenly realise you are infringing, call that unit as soon as you can (if you are talking to someone else, tell them you are changing). Once the infringed unit are speaking to you, they can usually restart more or less normal operations again even with you in their airspace - if you just keep quiet, this could delay them a lot longer or increase the risk of further problems. If you can't quickly find their frequency, tell the unit you are talking to at the time, or if you are not on any particular frequency, 121.5 will get everything sorted very quickly.
NATS Reported Figures over 12 months by Unit
Infringements by Unit 12 Months to end of Oct 2011
(Farnborough includes some infringing other units' airspace but reported by Farnborough)
NB - the 'red' colour in this graph is the combined 'high' and 'medium' risk infringements combined.Something to consider
Given that 'unknown traffic' inside Controlled Airspace (ie: an infringer) which gets within 5 miles or 5000' of controlled traffic forces action to protect the latter, guess how much per minute extra it will cost if a 747 has to break off an approach and 'go around'? If you want to know, look at this new poster from the CAA.
Now consider how long 'extra' the 747 will be airborne. Then considerthat the figure was the direct cost - what about the rest? For example you could be on that 747 and trying to get home in time for something important, or catching a train, or transfering to another flight with minimum time to spare.
If you have looked at the graphs above, remember that's only the situation for airspace controlled by NATS employees - there are other airports in the UK with controlled airspace not included there - and what about the temporary restrictions? Think how cheated the organisers and 1000s of paying spectators at some 2006 events felt when their Red Arrows displays were cancelled due to 'infringers' into the display restricted areas? - and all those infringers needed to do was to check notams or even call 0500-354802 to get a freephone warning.
You only have to be an occasional user of Farnborough LARS (N, E, W) around London to hear a pilot being warned of an airspace boundary about to be infringed unless the pilot takes rapid action such as a descent or major change of course. Here is the report compiled from April 2008 to March 2009 giving the data for cases where the Farnborough LARS controller felt concerned enough to issue a warning of an imminent infringement.
Whilst a small numbre of pilots would no doubt insist that they were about to take appropriate action anyway, there must be quite a number of grateful pilots out there who are glad they used the LARS service: Farnborough LARS Infringement Advice Statistics