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EUROCONTROL has learnt a great deal from its success in
introducing the Reduced Vertical Separation Minima (RVSM)
programme, where a very thorough safety case was
undertaken prior to giving the green light. Erik Merckx
explained: “This worked very well. We want to do the same
thing with everything that comes out of the Sesar definition
phase. We want to make safety explicit in Sesar ensuring that
all safety aspects are being looked at”. To this end, legislation
and regulation together with ATM safety regulation form part
of the work packages in the Institutional Framework Definition
phase of the Sesar work breakdown structure. These work
packages will look at legislative and regulatory benchmarking
with third countries, identification of potential modifications
to existing legislation and regulation, the study of the impact
“We want to make
safety explicit in Sesar
ensuring that all
safety aspects are
being looked at”
S
of new concepts and procedures on safety regulation and
compliance and synchronisation with ICAO safety standards.
The second element concerns safety in its own right. In
short, how can EUROCONTROL carry out the business of safety
management to a higher standard in the future? Obviously, in
ten years time, things will be very different. For example,
pilots will be more involved – much of the decision-making in
ATC will be delegated from the ground to the cockpit. There
will also be many more differences in the overall ATM
environment. Therefore it is necessary to have a fresh look at
what safety management means. Current safety practices are
based on the ATC world as it exists today. But according to
Erik Merckx, it is necessary to imagine what changes will have
taken place, for example, in:
• the level of traffic increases
• the increased passenger throughput at airports
• new aircraft design
• changes in working practices
• increased prevalence of Unmanned Aerial Vehicles (UAVs)
• satellite navigation
• changes in regulation
• changes in institutions
“An increasing number of aircraft will have consequences
on how the ATC deal with those aircraft. This means we will
have to assist in the implementation of new technologies
ensuring that the appropriate safety cases have been
thoroughly examined.”
New aircraft being developed, such as the Airbus A380 and
the Boeing Dreamliner, are bringing with them a new set of
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
58
technologies that need to be properly assessed to ensure that
they are safe. EUROCONTROL has already carried out a lot of
work with Airbus to ensure that the changes that are
associated with operating the A380 aircraft are indeed safe.
The addition of systems such as Controller-Pilot Data Link
Communications, on top of existing voice communications,
not only introduce improvements in the communication
systems themselves, but also introduce a change to the way
things have been done for 50 years. “This is a change to the
world of ATC which has been going on since World War II.
How do people cope with this change?” asks Erik Merckx.
The increased use of satellite navigations as part of the
Galileo programme will also introduce an extra element into
the ATC environment. Again, how will the ATC personnel and
pilots cope with this?
Another important element that needs to be assessed is
the increasing likelihood that UAVs will be given permission to
fly within controlled airspace. This adds a whole new set of
challenges as to how to deal with a system where the pilot is
in the loop but on the ground.
Regulation throughout the whole of Europe is becoming
stronger as a result of the Single European Sky (SES)
initiative at the same time as many of the institutions
responsible for ATM safety, such as the Air Navigation
Service Providers (ANSPs), are evolving into different types
of organisations. Many are becoming either privatised or
corporatised. Likewise the creation of the European Aviation
Safety Agency (EASA) will certainly have a significant effect
on safety management as its tentacles become more
widespread. Erik Merckx explains: “EUROCONTROL is already
talking to EASA on how they will work together after EASA
has extended its remit to cover ATM and airports. However
it is likely that the definition phase will have been
completed by 2007 and the implementation phase will
have begun by the time EASA has extended their
competencies to cover these two crucial areas.
Erik Merckx points out that the role of EUROCONTROL is also
　
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