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from European airports.
As DMEAN is put to the test, other
EUROCONTROL programmes continue
to make progress, with a recent survey
reporting that several Air Navigation
Service Providers (ANSPs) have reached
100 per cent safety maturity, and are ready
to move on to the next level. There are
still challenges to address, for example, in
transposing EUROCONTROL Safety
Regulatory Requirements into national
legislation throughout the Member States
and the uniform introduction of a Just
Culture to ease the process of incident
reporting, thereby enhancing safety levels.
That said, 2007 saw a number of
EUROCONTROL initiatives bedding
down. Use of the First European ATCO
Selection Test has begun in more than half
of EUROCONTROL’s Member States,
and has already screened over 8,000
potential Air Traffic Controllers (ATCOs).
The introduction of new ATCO tools to
reduce workload and enhance planning
capabilities is also underway, as part of the
First Air traffic Control Support Tools
Implementation programme, helped by
the International Federation of Air Traffic
Control Officers Associations (IFATCA),
which assisted with various aspects of the
development, in particular with manmachine
interface issues.
EUROCONTROL invited IFATCA to
be a partner in the 2008 yearbook as a
measure of the high regard in which they
hold the organisation and the support
IFATCA gives the Agency to communicate
to a wider audience. This support was in
further evidence at this year’s IFATCA
European Regional Meeting in Prague,
where EUROCONTROL was given the
opportunity to present progress reports on
several of the Agency’s major programmes.
The two organisations are well aware
that the successful implementation of the
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Several Air
Navigation
Service Providers
have reached
100 per cent safety
maturity, and are
ready to move
on to the next level
future ATM network, as envisaged by the
Single European Sky ATM Research
programme, requires very high levels of
collaboration and mutual support.
However, as the future ATM network
begins to take shape, air traffic continues
to evolve. The impending introduction of
more Unmanned Aerial Vehicles into
controlled airspace, the expected
expansion of Very Light Jet traffic and the
future rise of space tourism will contribute
to the existing challenges.
EUROCONTROL and its partners have
begun the process of change and a great
deal has already been achieved during
2007. As always, the transition from
development to implementation will
challenge all involved. It will highlight the
continuous need for all actors in the process
(regulators, legislators, industry, ATM,
airlines and airports) to work together – a
process which has already begun.
The introduction of more Unmanned Aerial Vehicles into controlled
airspace, the expected expansion of Very Light Jet traffic and the
future rise of space tourism will contribute to the existing challenges
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Foreword
19
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
Addressing human factors issues at the beginning of the SESAR programme will not only
ensure a better ‘product’, but it will also help to reduce costs. Anne Paylor finds out why
Designing the future
Integrating human factors issues into the
SESAR programme at an early stage is
going to be crucial to the success of the
European ATM modernisation programme,
according to EUROCONTROL’s Manfred
Barbarino, human factors domain manager
within the Safety, Security and Human
Factors (SSH) unit of the ATM
programmes directorate. This, he says, is
because bringing in human factors expertise
at the beginning of a project not only helps
to ensure that it comes in on time and to
budget, but also that the ‘product’ is
accepted by the end user, meaning that
expensive last-minute adjustments to
address human factors issues are not needed.
As far as human factors issues within the
SESAR programme are concerned,
EUROCONTROL is working on ‘Work
Package 1.7 Human Resources’ whose
main objective is to address integration and
the best use of human capabilities in the
future ATM network, considering
operational, technical and organisational
aspects. The issues around these areas are
not new; as long ago as 1993 the European
　
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