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un important travail de suivi s’impose et nous avons déjà entrepris
d’examiner comment la communauté aéronautique peut tirer les
enseignements de cette expérience.
À bien des égards, la crise a mis en lumière toute la pertinence de
l’approche définie dans le deuxième paquet législatif du Ciel unique
européen. Nous avons besoin d’une réponse coordonnée face à des
situations de ce genre – non seulement au niveau politique mais aussi
sur le plan technique. Nous devons disposer d’une capacité de gestion
du réseau à la fois robuste et centralisée, qui nous permette de faire
face à de tels événements et de dresser des plans de réaction pour
l’avenir.
La dynamique est lancée et il conviendrait d’en tirer parti pour
progresser dans la mise en place du Ciel unique européen.
David McMillan,
Directeur général
ATM SAFETY
Safe today, safer tomorrow
Safety is EUROCONTROL’s number
one priority. The challenge facing
us now as we enter the second
decade of the 21st century is how
to be ‘safe today, safer tomorrow’ in
the face of unprecedented change
in the industry and, notwithstanding
the current demise, against
the background of ever-rising air
traffic.
Tony Licu, Head of Safety and
Human Factor Activity Manager,
and Juan Vazquez, Head of
the Safety Regulation Unit, set
the scene for air traffic management
(ATM) safety today, and
shed light on some of the essential
safety matters (covered in
greater depth in later sections of
the magazine) which will need
to be tackled in order to make
ATM even safer tomorrow.
6
Skyway 53 Spring 2010 7
FOCUS
Pro gress since 2002
European experience in ATM in the
recent past has shown a critical
need to maintain a sharp focus on
all aspects of ATM safety. Tragic fatal
accidents towards the beginning of
the decade led to an overall assessment
of safety arrangements at air
navigation service provider (ANSP),
State and European levels. The
Strategic Safety Action Plan (SSAP),
2004-2005, and the European Safety
Programme for ATM (ESP), 2006-
2009, have provided a continuing
and evolving basis for significant and
measurable improvements in ATM
safety over recent years.
The ESP in particular has seen huge
progress made, and the successful
implementation of many significant
tasks and projects. ESP provided the
basis for strategic safety improvements
and focused principally on
systemic matters, such as the implementation
of safety management
systems, the creation of an appropriate
regulatory environment and
development of an appropriate safety
culture. These are essential in creating
the strong foundation on which more
specific improvements can successfully
stand.
Maturity surveys
ATM Safety Maturity Framework
Studies were developed in response
to serious aircraft accidents in 2001
and 2002. They provide a structured
assessment system, which measures
the maturity of the implementation
of ATM safety requirements within
both ANSPs and national ATM safety
regulatory bodies.
A target level of 70% ‘maturity’ was
set for ANSPs and regulators to
achieve before the end of the ESP in
December 2009 (see figure 1).
In 2009, ANSPs reported steady
progress, although final results
show that there are still nine ANSPs
below the 70% target in this area. It
is a similar picture for the regulators.
New methodologies for ANSPs and
regulators, more fitting to the changing
environment, will be introduced
from 2010.
ESIMS
The ESARR Implementation Monitoring
and Support (ESIMS) Programme
was introduced in 2005 to assess,
through a formal and detailed audit
process, States’ safety oversight arrangements
and capabilities. It is operated
in close formal cooperation with the
ICAO Universal Safety Oversight Audit
Programme (USOAP).
The results to date show that States
have made very positive efforts to
Figure 1
Normalised State count
Maturity score
0
0
10
20
30
40
50
60
70
80
90
100
0.2 0.4 0.6 0.8 1
Normalised State count
Maturity score
0
0
10
20
30
40
50
　
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