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was transformed from into a Sub-Group, to provide
continued support during the implementation phase.
The transformation took place at the second Safety Nets
Workshop in May 2008.
22
Safety
Our absolute priority
In 2008, the three-year PASS project (Performance and
Safety aspects of STCA), concentrating on monitoring
aspects, reached the end of its first phase. This phase not
only provided the required understanding of the current
situation regarding STCA and ACAS performance in
Europe, but also delivered deeper insight into the feasibility
of down-linking ACAS Resolution Advisories (RAs)
to be displayed on controller working positions.
Following extensive work initiated by EUROCONTROL,
Revised Minimum Operational Performance Standards
(MOPS) for the Traffic Alert and Collision Avoidance System
(TCAS) were published in July 2008. This enhancement
will be known as TCAS II, version 7.1. The reason
for the change was the identification of two safety issues
during the safety studies launched by EUROCONTROL.
These issues are: the failure of TCAS to reverse the sense
of RAs when such actions are required to resolve a collision
threat, and the frequent instances of unintentional
manoeuvres in the wrong direction specified by an RA.
At a Call Sign Similarity Information Session and User
Group Meeting attended by over 60 representatives
from airlines and air navigation service providers in
December 2008, EUROCONTROL proposed a new safety
improvement initiative to reduce the safety risk associated
with call sign similarity. Research has shown that
over 80% of call sign similarities could be resolved by
the creation of a central management service. Following
the Call Sign Similarity Information Session, the Call
Sign Similarity User Group was formally launched in
December 2008 to support the design of the first steps
of European-wide de-confliction solutions.
R&D delivering improved safety
methods and tools
In order to establish a more comprehensive understanding
of how tactical controllers provide separation,
as well as ensure that current performance levels are
maintained following the introduction of future concepts
such as SESAR, a separation assurance tool has
been developed for en-route and TMA (airport Terminal
Manoeuvring Area) operations for simulations and
live operational systems. It was successfully used twice
during simulations at Brétigny and is now being further
validated using data from the Maastricht Upper Area
Control Centre. The device, referred to as the SPT (Separation
Performance Tool), will make a key and quite
unique contribution towards SESAR Work Package 16.1
(WP16.1) helping to support the design of the overall
SESAR concept whilst moving it closer to its eventual
implementation.
In a related activity, an initial Human Reliability Analysis
(HRA) method, called CARA (Controller Actions Reliability
Analysis) has been developed and will be further
refined with the integration of pilot actions during the
WP16.1 process. The analytical tool will address human
actions, errors and recovery in safety assessment and
safety case development.
In 2008, EUROCONTROL safety-assessment staff produced
a guide in response to concerns about the complexity
of safety assessment documentation. Known as
SAME (Safety Assessment Made Easier), the guide also
explains why the scope of ATM safety assessment needs
to be broadened in order to encompass a more successful
approach to safety assessment in terms of what may
have been traditionally perceived as ’operational’ rather
than safety issues. The ideas communicated in the guide
form the foundations for the SESAR Safety Management
Plan (SMP) which specifies the safety assurance activities
to be conducted throughout the SESAR system lifecycle.
The SMP has been summarised in the SESAR Milestone
Delivery 6 (D6). The SMP and D6 promote a dual topdown
and bottom-up approach to safety assessment,
with the top-down approach enabling the correct
assignment of safety targets to individual components
EUROCONTROL Annual Report 2008 23
In 2008, the Institute delivered
96 safety courses to more than
1,300 participants, representing
about one third of the total number
of ATM course participants.
of the SESAR system and the bottom-up approach
assessing whether those components can meet the
derived safety levels. For the former, a preliminary
outline of a predicted risk picture for SESAR in 2020 has
been developed, based on an integrated risk model
initially created by EUROCONTROL’s Experimental
　
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