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increasingly to expect.
In 2007, the SESAR programme should provide an analysis
of where the system is now and what it has to do to meet the
targets set for 2020 timeframe. The required investment in
human resources should become clearer as a result; but there
will be a cost to maintain and enhance a safe and effective
ATM system.
This article was commissioned by EUROCONTROL.
Incident reporting and
data sharing systems are
vital for testing the health
of the system and for
detecting the existence
of potential problems
SAFER SKIES
100
David Learmount looks at how airports are
reducing incidents on and off the runway
whilst increasing the flow of traffic
AIRPORT SAFETY
101
UROCONTROL and the airports are developing safety
strategies that acknowledge two apparently
incompatible factors. The first fact is that the risk of
collision on the ground must be reduced because it is
unacceptably high. At the same time, the airports must
prepare to handle far greater numbers of aircraft movements
without – in most cases – being able to expand their surface
area. That is also the truth about the future for the skies
above the airports, and the two components – ground and air
– are inextricably linked.
No-one, on either side of the Atlantic, doubts that runway
safety must be taken seriously, and EUROCONTROL has been
developing – and now operating – an action plan to improve
it since 2001. “The initial work was focused on runway safety
because we saw that as an immediate problem,” explains
EUROCONTROL’s Head of Airport Throughput, Paul Wilson. His
first area of focus, together with his title, epitomise these two
demands that apparently pull in different directions: the need
to keep the aircraft safe while they are on the ground, but
also to improve the flow of traffic through airports.
Runway incursions
Yvonne Page, as Runway Safety Project Manager, heads the
European Action Plan for the Prevention of Runway Incursions
(EAPPRI). It started with a plan to raise personal awareness of
the issue with air traffic controllers, pilots and airport vehicle
drivers, using a widely-distributed newsletter and interactive
compact disk. Not only do these tools provide much needed
guidance and information, they also challenge experts in the
field who may not have received refresher training about
airport signs, signals and procedures.
EAPPRI has also produced a system of ordinary measures
that controllers and pilots can easily adopt in their day-to-day
work routines – like encouraging controllers to provide pilots
with ‘progressive’ taxiing instructions at large, complex
airports, rather than passing them a single, long and complex
instruction that could result in the aircraft losing its way and
crossing the active runway by mistake. It invites controllers,
pilots, regulators and airport planners to think of the
problems faced by all the other participants in this grand
game of chess, in which being in the right position at the
right time, and having all the cues necessary for full
situational awareness, is critical to both efficiency and survival.
E But despite this, Wilson says, “In Europe we have up to two
[runway] incursions a day.” About 30 per cent of those involve
airport vehicles rather than aircraft. In 2005, there were 611
reports and in 2004, about 550. The increase in reported
events is thought to be due to an improvement in the
willingness to report, which is a vital component in the
process of learning about the precise problems airports have.
The European Commission has formally mandated accident
and incident reporting and strongly supports its Just Culture
ethos, says Page, but there is no sign at this point that this
significant move is likely to have any influence on national
legislature, so the prospect of improving the quality and
quantity of reporting will be an issue. Runway Safety has
benefited from 611 runway incursion reports in 2006. “The
reporting system is now digital, easily accessible and the
questions on the reporting template are appropriate.
However, getting the quality of reported data improved is a
question of following the latest guidelines which can be
found in EUROCONTROL’s ESARR 2 supporting materials that
are aligned with the European Commission and fully
International Civil Aviation Organization (ICAO) compliant,”
she says, “the latest set of questions will help to reveal more
about causal and contributory factors than ever before.”
　
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