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reactionary approach to control and move
to something more strategic. If an aircraft
is tied to a trajectory contract, it is up to
the flight crew to either speed up or slow
down to ensure they keep to the contract,
or to otherwise notify the controller as far
in advance as possible about any deviation
from the contract. The controller can then
take a more strategic approach to
modification. If we don’t move away from
reactionary modification, controller
workload will not decrease.”
Future challenges
While research programmes have
demonstrated the high navigation
capabilities of modern aircraft, Beadle
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Operating the network
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EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Operating the network
How do you assess the safety of air traffic control operations under normal working
conditions? Mark Pilling examines how a new tool being developed by ICAO, in
collaboration with ATC providers and civil aviation bodies, could provide the answer
Normal Operations
Safety Survey
It has been standard practice in almost any
safety critical industry to learn the lessons
of an accident after it occurred.
Investigators pore over the chain of events
that led to a disaster, and every minute
aspect of the incident, related to either
man or machine, is examined. From the
picture that emerges, operators and
regulators make changes to ensure the
accident cannot happen again.
It is a tried and tested method, and it
has worked. But in an industry like air
transport, where accident rates have
consistently fallen for years, is it enough?
“In ATC we have developed a number of
good techniques to analyse accidents
when they happen,” says Manfred
Barbarino, human factors domain
manager at EUROCONTROL. “But
from this you can never grasp what kind
of situations controllers are handling in
day-to-day operations.”
Drawing on experience from airlines,
the ATC world is working on a way to
plug this gap with a safety data collection
tool called Normal Operations Safety
Survey (NOSS). The equivalent airline
tool is called Line Operations Safety Audit
(LOSA). “NOSS is almost a copy of
LOSA and is premised on its success,” says
Bert Ruitenberg, who is writing the NOSS
manual for ICAO as a consultant to its
Flight Safety and Human Factors
Programme. He is also the human factors
specialist for IFATCA and a controller
for ATC Netherlands at Amsterdam
Schiphol Airport.
“LOSA is a programme where trained
pilot observers sit on the flight deck and
observe the operational context in which
the crew is working,” says Ruitenberg.
“They write a narrative of the flight and
attach codes to what they see. Through
analysis of a sufficiently high number of
these reports a profile emerges of the
safety of the airline,” he says.
In NOSS, local ATC operatives are
trained to make the same observations in
normal controller operations, with the aim
of identifying any safety deficiencies in a
proactive manner prior to an incident or
accident. Existing safety strengths are also
identified. “In a way it is a quality
assurance process,” says Barbarino.
Just as LOSA is done with the full
cooperation of airlines and pilots, NOSS
surveys must be conducted in league with
controllers and air navigation service
providers and are confidential. “It is very
important to stress that it is not done for
disciplinary reasons or to pick out any
individuals,” says Barbarino. “We learned
from a NOSS trial in Finland how
important it is to get the combined
sponsorship of the controller associations
and management. You need to get buy-in
from the top level for it to work.”
There is a rigorous methodology behind
the survey process to ensure the results are
consistent and meaningful. Both airline
and ATC audits, as well as others in
industries like rail transport, use the
Threat and Error Management Model
developed by the Human Factors
Research Project at the University of
Texas. “This provides a sound scientific
backbone,” says Ruitenberg.
NOSS is defined by ten operating
characteristics as drawn up by an ICAO
study group working with ATC providers
and controllers:
1. Over-the-shoulder observations during
normal shifts.
2. Joint management/association
sponsorship.
　
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