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enjoying unprecedented levels of safety due to the
commitment of the whole aviation industry, which includes
the efforts of organisations like the AEA.
This article was commissioned by AEA.
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EUROPEAN ATM
SAFETY PROGRAMMES
With the completion of the Strategic Safety Action Plan, what are the next steps
to enhance ATM safety? David Learmount talks to EUROCONTROL to find out
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ollowing two Air Traffic Management (ATM) tragedies in
the last five years – both collisions, one on a runway at
Milan Linate airport and the other in the sky over
Überlingen, southern Germany – EUROCONTROL accelerated
its analysis of ATM operations to determine the most urgent
areas for action. This was achieved under the Strategic Safety
Action Plan (SSAP), which ended in January 2006.
A month later, the implementation phase – the European
Safety Programme (ESP) – was launched. The priority fields
identified for action were the rapid and effective
implementation of European ATM regulation, the
improvement of incident reporting and data sharing, the
pro-active use in day-to-day operation of risk assessment and
mitigation, the supporting of air traffic controllers with system
safety defences in a more complex environment with
demanding traffic increases, and the enhancement of Safety
Management Systems (SMS) at Air Navigation Service
Providers (ANSPs).
It is a tall order, because Europe is saddled with a historically
fragmented ATM system, the main components of which are
still in place. Many of the historical legacies of the old systems
have still to be overcome. For example, until recently, there had
been a significant shortage of air traffic controllers within
EUROCONTROL Member States. The head of the business
division responsible for ATM Safety, Security and Human Factors,
Alexander Skoniezki, says the front-line staffing shortfall
averaged 10-12 per cent for many years, but it is now reducing.
Controllers are now also being trained to a common
European standard, according to Skoniezki, effectively giving
them mobility to work anywhere in Europe. The standard for
controller training, Skoniezki explains, is achieved by defining
a “common core content” for the training syllabus and
performance levels. The basis for this standard is embodied in
EUROCONTROL Safety Regulatory Requirement 5 (ESARR 5),
the European regulation covering ATM personnel. Although
EUROCONTROL States were expected to have implemented
ESARR 5 by November 2003, it is now felt that the new
Directive on European ATC licence will enforce the safety
regulatory requirements produced by EUROCONTROL,
although with a displaced aim up to 2008, according to
Skoniezki. Manager of the ESP, Tony Licu, explains that the
European Commission (EC) directive requiring compliance
with the controller licensing standards was published in 2006,
F
and the standard period allowed to achieve full compliance is
two years, hence the 2008 deadline.
Some States were awaiting the transposition of ESARRs into
EC directives under the SES legislation before acting fully to
comply, according to Licu. Now this transposition has taken
place, the requirements have the force of law, which is
“helping a lot” with compliance, says Licu.
Skoniezki says there were no nations that needed to make a
radical change in their controller training to achieve the
common core content syllabus, and he confirms there was
unanimous backing for the concept of a clarified common
standard due to States’ involvement in the design process,
Underpinning all the moves to raise the ATM safety bar is
the regulatory framework. The ESARRs define all the elements
of a safe ATM system, and the list of the objectives and
standards set out in each ESARR is, literally, a list of essential
standards, which any competent ANSP would meet. The first
ESARR sets the standards for safety oversight; ESARR 2 covers
reporting and assessment of safety occurrences; ESARR 3
describes the essential components of an ANSP Safety
Management System (SMS), a mandatory component in all
European ANSPs; ESARR 4 prescribes the systems for risk
assessment and mitigation; ESARR 5 covers the personnel
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requirements, including training, core competences, and
where necessary licensing; and finally, ESARR 6 sets out the
rules for software in terms of interoperability and integrity.
Skoniezki explains that ESARRs are the vital ICAO-compliant,
pan-European standards tailored for the Single European Sky
(SES) ATM environment. “This was what we lacked before,”
　
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