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Two years later, things had “improved significantly”, he says.
“At the end of 2004 we found that almost 50 per cent of
the ANSPs in the ECAC States had a mature SMS in place.”
“If we want to learn
from mistakes and how
to avoid them in the
future, we first have to
know what they were”
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129
RECENT IMPROVEMENTS
IN ATM SAFETY
EUROCONTROL’s Strategic Safety Action Plan (SSAP) results are being delivered by a host
of smaller, highly specific – even localised – action plans, each with researchers, leaders
and front-line practitioners. David Learmount looks at progress so far
hese specialist Air Traffic Management (ATM)
improvement projects have names like the Level Bust
Initiative, Runway Safety Initiative, and the Air-Ground
Communications Initiative. Not all the programmes are at
the same stage in their development or implementation,
but they are all advancing. SSAP Programme Manager Tony
Licu, who has to keep tabs on progress, explains: “At the end
of 2005 we will be approaching the signing off of SSAP
implementation, and the programme is seeking an in-depth
scrutiny of what went well and what we can improve. At the
final signing off in 2006 we ought to be able to fully
T demonstrate how we solved the identified safety issues.” In
February 2004 a SSAP compliance group was put in place,
its job defined as being to ensure that “SSAP
implementation is tracked and monitored to ensure that all
stakeholders have a common understanding and that areas
of slippage are identified.”
Underpinning all the initiatives is the process of gathering
the data that enables SSAP participant groups to identify a
problem, understand and quantify it, develop strategies to
overcome it, implement the strategy and then monitor the
effectiveness of the countermeasures. This system – Europe-
© Athens International Airport
With EUROCONTROL’s
encouragement and
co-ordination, reporting
and data sharing has
become gradually
more effective
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130
wide ATM Incident Reporting and Data Sharing – is vital to the
SSAP programme as a whole and to every component task
force within it as well as for any future safety initiative. With
EUROCONTROL’s encouragement and co-ordination, reporting
and data sharing has become gradually more effective, but it
is still, according to Licu, “an area of concern”, with some
states performing well, others lagging.
The Runway Safety and Level Bust initiatives are in their
implementation and monitoring phase, whilst the current Air-
Ground Communications (AGC) Safety Initiative task force has
gathered the basic data it needs on communications
breakdowns and has been studying the causal factors analysis
so it can develop and validate recommendations.
It is not surprising that the Runway Safety and Level Bust
initiatives were taken up among the early issues for specialist
task force study and action. They are obvious, direct causes of
potential collision. However AGC safety, seen as an important
but more general issue, is lagging a little behind these more
visible programmes. Yet voice communication remains –
above all others – the fundamental ATM tool, and it is a fact
that misunderstanding or communications breakdown is
frequently the triggering cause of runway incursions or level
busts leading to actual or near-collisions. There are frequent
occurrences of call-sign confusion, undetected simultaneous
transmissions, radio interference, equipment malfunction,
frequency-change error, and the use of phraseology other
than the International Civil Aviation Organisation (ICAO)
standard. Despite all this, the use of voice communications is
so much taken for granted that the industry has not given its
weaknesses the attention they deserved, until now.
On 30 September 2005, an AGC Safety Workshop was held
at EUROCONTROL’s headquarters, with IATA, the Flight Safety
Foundation (FSF), the European Cockpit Association (ECA) and
the European Regions Airline Association (ERA). The idea was
to bring – especially – pilot and controller expertise together
to validate proposals for solving AGC problems. Safety
Improvement Initiatives Coordinator Tzvetomir Blajev reveals
that in a survey of 535 AGC problems, loss of communication
was found to be the most common reported cause – it
occurred in 26 per cent of the incidents. Readback or
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A vision for European aviation(43)
