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operations, which are putting an
unprecedented strain on previously
underused infrastructure. At the same
time, the authorities in charge of the
implementation of ESARRs had to deal
with profound economical, political and
structural shifts.
“Throughout this period, the aviation
infrastructures within States have been
changing markedly, from a wholly
government-oriented basis to a marketoriented
one, where commercialised ATM
service providers operate under the safety
oversight of a government regulator,” says
Stastny. The new context implied that
most European countries were required to
augment their regulatory bodies with an
ATM component.
Some newly independent nations have
even had to create an aviation regulatory
body from scratch. Subsequently, the new
structures have had to build up the
appropriate expertise and infrastructure.
“It’s not an overnight task,” says Stastny.
“The establishment of the safety culture,
the safety procedures and structures
within the organisation concerned is a
long-term development.”
EUROCONTROL is providing support
to national authorities in charge of
implementing ESARRs and their successor
“Our objective was
to put in place a
set of rules that
would act as
the regulatory
benchmark for
safety across
Europe”
Peter Stastny
Head of Safety Regulation Unit,
EUROCONTROL
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
57
Martial Tardy reviews progress on EUROCONTROL’s Safety Regulatory Requirements work
ESARR update
▼
As nations braced
to adapt to
a changing
environment, the
European institutions
also worked on
novel solutions to
improve the
efficiency of the
continent’s ATM
system and to
avoid a predicted
capacity crunch
the SRC are now embedded in a number
of different SES regulatory measures.
Regulation 550/2004/EC on the provision
of air navigation services in the Single
European Sky contains the bulk of
ESARR 3 and ESARR 4, as well as
significant elements of ESARR 5. The
certification of Air Navigation Service
Providers against those requirements was
obligatory by June 2007. Directive
2003/42/EC on occurrence reporting in
civil aviation integrates substantial parts of
ESARR 2. Directive 23/2006/EC on air
traffic controller licensing takes up the
controller requirements of ESARR 5.
Additional recent developments in EU law
making will effectively result in the
transposition of ESARR 1 and 6.
“For all sorts of legislative reasons, it
was not just a question of taking the
ESARR regulations and ‘cutting and
pasting’ them into European law,” says
Stastny. As a consequence, there are
some unaddressed issues which still need
to be cleared up. EUROCONTROL has
set up a committee, which has carried
out a detailed analysis of every ESARR
requirement and will make proposals for
the further legislative changes that will
ensure complete consistency between
ESARRs and EU legislation.
The European Union’s Single European
Sky is embedded into a pan-European
58
requirements. “There is a lot of guidance
needed to enable States to actually take
them up,” says Stastny. Specific vocational
training for regulators has been, for
instance, organised at EUROCONTROL’s
Institute of Air Navigation Services in
Luxembourg. Says Stastny: “We need to
inform States how to regulate on the basis
of a new set of rules, what must they look
out for and what should they expect
service providers to do to comply with the
new regulations?”
As nations braced to adapt to a
changing environment, the European
institutions also worked on novel solutions
to improve the efficiency of the continent’s
ATM system and to avoid a predicted
capacity crunch. The European
Commission (EC) launched its Single
European Sky (SES) initiative, which
resulted in the adoption of European
legislation in 2004. The eradication of
national borders from European skies was
to be underpinned by a new set of rules
addressing multiple issues, which extended
beyond safety: airspace use, ATM service
provision, charging systems and
equipment interoperability.
“About safety, the position adopted was
that ESARRs should remain as the
standard-setting requirements, but they
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A Collaborative Approach to the Future(25)
