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EUROCONTROL efficiency enhancement activities but these
were never specifically recognised at the time.”
EUROCONTROL AND ACI EUROPE EXPERTISE: CONTRIBUTION TO IMPROVING AVIATION
110
MAINTAINING THE
SAFETY OF EUROPE’S
ATM SYSTEM
With the Strategic Safety Action Plan (SSAP) due for completion in
January 2006, Julian Moxon examines how it will impact on aviation
safety and reviews the SSAP Implementation Master Plan (IMP)
111
A call for action
The need to maintain adequate safety levels in European skies
has always been of paramount importance and is a principal
element of EUROCONTROL’s role. The runway collision at Milan
Linate airport in 2001 and the mid-air collision over Überlingen,
Germany, the year after therefore came as tragic reminders
that the constant effort to improve the safety of European skies
needed to be strengthened.
Following the accidents, EUROCONTROL quickly took
action to establish the High Level European Action Group for
ATM Safety (AGAS), which was charged with developing
proposals for improvements in the European ATM safety and
regulatory system.
After an extremely thorough assessment of every aspect of
the European ATM network, AGAS pinpointed several
weaknesses, which were identified within eight ‘high priority
action areas’. These became part of a new Strategic Safety
Action Plan (SSAP), which was approved by the EUROCONTROL
Provisional Council in April 2003 and enshrined in a SSAP
Implementation Master Plan (IMP), which was formally
launched in February 2004.
The eight areas are:
1. Safety-related human resources in ATM
2. Incident Reporting and Data Sharing
3. Airborne Collision Avoidance Systems
4. Ground-based Safety Nets
5. Runways and Runway Safety
6. Enforcement of EUROCONTROL Safety Regulatory
Requirements (ESARRs)
7. Awareness of Safety Matters
8. Safety and Human Factors Research and Development.
Early action was taken on all areas, except ground-based
safety nets, Awareness of Safety Matters and Safety and Human
Factors Research and Development, in advance of the formal
launch of the programme. Work has been proceeding at an
intense level during the last two years to meet the 31 January
2006 deadline for implementation. However, EUROCONTROL has
faced a major challenge, achieving more progress in some areas
than in others. The implementation of Airborne Collision
Avoidance Systems (ACAS), for example, is 92 per cent
complete. For Incident Reporting and Data Sharing, however,
Member States’ ATM Regulators have so far achieved only 43 per
cent of its ten requirements, while just 18 per cent of national
air navigation service providers (ANSPs) have met their targets.
Establishing a safety culture
The wide disparity between the two areas reflects the
relatively straightforward process of meeting the ACAS targets
against the difficulty of establishing a safety culture within
Member States that encourages the early reporting of safetyrelated
incidents. Very few States, for example, have
developed strategies for removing legal blocks to establishing
a free reporting ‘Just Culture’, while there are also concerns
that open reporting of incidents may lead to unfavourable
comparisons with other States.
The route taken by EUROCONTROL SSAP managers has been
to encourage States to set up ‘focal points’ for safety data
collection, and the majority have already done so. A voluntary
safety data policy has also been agreed with national ANSPs
and, in an innovative move, a magazine called Hindsight has
been issued to controllers to disseminate lessons learned. In
another initiative, which reflects concerns about level busting
(aircraft temporarily exceeding their allocated flight levels),
EUROCONTROL has issued a ‘level bust action plan and
toolkit’, to help controllers.
The SSAP Implementation Master Plan (IMP) is the central
plank in the ambitious effort to enhance the safety of the
European ATM system and it embraces elements of both the
European Air Traffic Management Programme and the
EUROCONTROL Safety Regulation Commission’s Work
Programme. As work proceeded, however, it became clear
that a small percentage of the actions contained in the IMP
could not be completed by the 31 January deadline. A followup
safety programme has therefore been agreed that will
continue the work and include elements of the Linate and
Überlingen accident investigation reports, as well as new
items identified by stakeholders.
Monitoring progress
　
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