曝光台 注意防骗
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This action plan, which was approved by EUROCONTROL’s
Provisional Council in April 2003, and distributed as part of
the Strategic Safety Action Plan (SSAP) in April 2004, offered a
series of recommendations, some general and some aimed
directly at specific industry stakeholders. The
recommendations were divided into eight sections:
• General principles
• Aerodrome operator issues
• Communications (language, radiotelephony,
phraseologies and procedures)
• Airline operator issues
• Air Navigation Service Providers (ANSPs)
• Data collection and lesson sharing
• Regulatory issues
• Aeronautical Information Management
Once implemented, the recommendations would enhance
runway safety by the consistent and harmonised application
of existing ICAO provisions, improved pilot-controller-vehicle
driver communications and working procedures at the
aerodrome, and by the subsequent increase in situational
awareness. Application of these recommendations will also
contribute towards Member States’ preparation for the ICAO
Safety Oversight Audit Program.
The plan was careful to point out that the
recommendations were just that, and it would be up to
national aviation authorities to assess and then decide which
strategy they should adopt taking into account their own
specific local conditions. For example, at airfields where joint
civil and military operations take place.
Each recommendation was followed by a list that showed
which stakeholder needed to take action and by when;
appropriate guidance material was also provided. One of the
first recommendations was that each national authority
should establish a Runway Safety Team at each individual
airport to lead action on local runway safety issues. These
were to be created as soon as possible, with airport operators,
airlines and ANSPs all involved.
A recent survey of 120 ECAC airports found that 91 per
cent have now established such teams, that progress is
being made and that the recommendations in the action
plan are being implemented. One of the first recommended
tasks for these teams is to undertake a local runway safety
awareness campaign for air traffic controllers, pilots and
drivers and other staff working on or near the runway.
Where they have been established, most, said
EUROCONTROL, have conducted these campaigns.
By June 2006, the runway safety teams should also have
conducted joint training in the prevention of runway
incursions with the same groups of staff, the aim being to
make each familiar with the roles and responsibilities of the
other. This may include visits to the manoeuvring areas to
increase awareness of signage and layout where necessary.
EUROCONTROL itself has produced a number of posters with
headlines like “Be careful out there” and “Runway safety is
no accident” to highlight the issue.
The issue of communication has been critical to getting a
grip on the scale of the runway incursion problem. Prior to
the creation of the European Action Plan for the Prevention
of Runway Incursions (EAPPRI), Europe alone had 14 different
definitions for incursions. With such a diversity of reporting
Prior to the creation
of EAPPRI, Europe
alone had 14
different definitions
for incursions
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systems it was almost impossible to determine any trends in
this area. ICAO has since moved to produce a global
definition: “Any occurrence at an aerodrome involving the
incorrect presence of an aircraft, vehicle or person on the
protected area of a surface designated for the landing and
take-off of aircraft.”
Coupled with this new definition, the Action Plan is clear
on the need for effective data collection and lesson sharing:
“The need to share safety related information and introduce
a consistent and harmonised approach to the collection and
analysis of data is key to reducing the risk of runway
incursions.” This has been enhanced, as some States have
moved to a ‘No blame’ or ‘Just Culture’ in safety
management together with an open reporting system,
which has seen the number of incursion reports dramatically
increase. In 1999 just 55 reports on risk-bearing runway
incursions were received, compared to 543 by 2004. And
while incursion reports have risen steeply due to increased
awareness, EUROCONTROL notes that in countries that have
mature reporting systems there is a sharp reduction in the
number of high-risk incidents.
Efforts to keep incursions to a minimum must be part of
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A vision for European aviation(40)
