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Commission on ATM Regulations.
The RU falls under the responsibility of EUROCONTROL’s
Director General and is functionally separated from the rest
of the Agency in order to increase transparency, clarify
accountabilities and avoid any risk of conflict of interest. The
SRU is even further separated as it reports functionally and
solely to the SRC and is linked to the Agency Director
General for administrative purposes only.
In both cases regulatory material is developed through the
EUROCONTROL Notice of Proposed Rulemaking (ENPRM)
process, established to ensure traceability to, and
compatibility with, related ICAO provisions. It enables all
interested parties – including the public – to comment on
draft rules before they become binding on EUROCONTROL
Contracting Parties. To ensure the best possible
harmonisation between EUROCONTROL and European
Community regulatory provisions, those concerning
implementation dates are kept separate from the main
technical provisions. An ENPRM compliant process is used by
the SRC for the development of ESARRs.
The European Commission has signaled an intention to
transfer rule-making responsibility for ATM, which would
include safety regulation, to the European Aviation Safety
Agency (EASA), possibly by 2010. Therefore, for those
EUROCONTROL States that are also members of the
European Union some of the responsibilities currently
handled by EUROCONTROL may, under this proposal, be
transferred to EASA. However, through its work,
EUROCONTROL will continue to ensure that safety
regulation requirements are a key priority and that the
public interest is paramount.
EUROCONTROL AND ACI EUROPE EXPERTISE: CONTRIBUTION TO IMPROVING AVIATION
150
SAFETY RESEARCH
AND DEVELOPMENT
Research and development at the EUROCONTROL Experimental Centre
includes several activities designed to enhance the safety of current
systems and ensure that future systems include safety as a fundamental
design feature. Bernard Fitzsimons looks at the latest projects
151
he basic function of the air traffic controller is to
ensure the safe separation of aircraft, and the safety
of air navigation is EUROCONTROL’s reason for being.
So safety research and development is one of the
organisation’s fundamental activities. R&D is the responsibility
of the EUROCONTROL Experimental Centre (EEC) at Bretignysur-
Orge, near Paris, and the EEC’s safety research is focused
on the two main areas of current and future safety.
Current research is organised around key risk areas covering
level busts, unsafe interactions of ground and airborne safety
nets, controller performance in low vigilance situations and
ways to help controllers deal with increasing levels of airspace
and traffic complexity.
The work on level busts has produced a model of the
safety architecture relating to their prevention: its main
recommendation concerns the up- and down-linking of
critical information so that level busts are not caused by
communication errors between controllers and pilots.
The two principal ground and airborne safety nets are the
ground-based short-term conflict alert (STCA), which warns
controllers of the imminence of a separation violation, and
the airborne collision alert system (ACAS), which advises
pilots to climb or descend by displaying what are known as
resolution advisories (RAs) 15-35 seconds in advance of
potential collisions. The two systems do not communicate,
and controllers only know that a crew is responding to an RA
if the pilots tell them by radio.
The Feasibility of ACAS RA Downlink Study (FARADS) is
assessing the possible technologies for downlinking the RA,
analysing hazards, operability and failure modes and effects,
and evaluating procedural and display options. The work has
It is important that
designers and the
developers of new
concepts need to
consider safety as an
integral part of their work
T included experiments and simulations, and has identified the
potential strengths and weaknesses of adding the function.
Surveys of controllers at four ANSPs have revealed the
manifestations and potential seriousness of controller
performance in low vigilance periods. Follow-up work is
drawing on insights from other industries such as rail to
determine measures that could be applied to combat the
effects of low vigilance in Area Control Centres (ACCs).
On-going work addressing the issue of airspace complexity
has included three iterations of a hazard and operability
(HAZOP) tool that could be used to determine complexityrelated
　
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