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programme will progress is through on-site
visits organised by EUROCONTROL. “We have
moved from generic workshops to on-site
support,” explains Licu. “We take an activity
– such as a safety case, or a safety survey,
or even a safety investigation – we work
through it together, and then we go back
later to see how it has been followed up. We
facilitate the transfer of knowledge. To date,
ESP’s biggest achievement is that everyone
knows about Safety Management Systems
and regulation. Almost everyone has a safety
management manual and can survive a
safety audit,” says Licu. “But when you go
into the operations room and talk with the
controllers and engineers, the reality is not
always the same as the picture described in
the books,” he concedes.
A key deliverable of the ESP has been the
support off ered to states through the Support
to ANSPs for the Safety Management
System Implementation (SASI) programme.
SASI provides direct and pragmatic support,
going beyond college training, for example,
through working sessions and on-site coaching.
More than 24 states have benefi ted from
the work and the programme continues
under ESP. SASI has expanded to include
cross-ANSP workshops to try to reduce
cultural diff erences. It has also led to the
publication of the EUROCONTROL Generic
Safety Management Manual.
Another big achievement is the setting of
realistic targets and safety key performance
indicators (KPIs) that can be used to monitor
compliance. The ESP drew on previous work
by the Safety Regulation Commission, Performance
Review Commission, and by the
Safety Data Reporting and Data Flow (SAFREP)
Task Force, to come up with a limited
set of safety KPIs, some of which are used to
measure incidents such as runway incursions
and separation minimum infringements
against the degree of severity and fl ight
hours controlled. “KPIs try to measure safety,
and assess performance,” explains Licu. “We
have a very promising development: an
index, similar to the stock market, called the
Aerospace Performance Factor, and we are
working to further validate this approach.”
SAFREP is comprised of representatives
from ANSPs, regulators, controllers and
airlines, and when the Federal Aviation
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By putting the
regulatory
framework in place,
EUROCONTROL has
laid the fi rst step
towards a robust
safety system
Administration joined in September 2008,
this harmonised results across Europe and
the US. Licu believes the success of SAFREP
is partly a result of participation from many
diff erent bodies. “The performance review
unit, safety regulation unit, the safety team
representatives, the Commission, ESP
programme experts, IFATCA [International
Federation of Air Traffi c Controllers’ Associations],
IATA [International Air Transport
Association] and CANSO [Civil Air Navigation
Services Organisation] are all involved.
There was a lot of pressure to agree on
common indicators.” The fi nal report was
delivered to the Provisional Council in
December 2009.
“We have invented safety KPIs, so now we
have to deploy them. ESP Plus is the start of
this process. SAFREP has enabled us to see
what we are trying to measure, the tools we
can use, the indicators and overall index. The
fact that we have managed to agree how to
assess the severity of an incident is a major
breakthrough,” explains Licu.
SAFREP also recommended the creation
of a single European ATM safety repository,
and ESP has established voluntary reporting
to complement the existing mandatory fl ow
of ESARR 2. The European Voluntary ATM
Incident Reporting scheme includes more
than 70 airlines and more than 25 ANSPs, using
common reporting tools and providing
regular feedback to users.
Participation has accelerated over the
past 18 months, and the scheme supports
new initiatives, such as the Call Sign Similarity
project launched in 2009 and supported
by more than 50 airlines. When fully
implemented, this programme will reduce
call sign similarity by 84 per cent, leading to
less call sign confusion and fewer incidents.
Many stakeholders also benefi t from
the SKYbrary – an electronic repository of
　
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