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an on-going process that never ceases. Further areas of
research have been identified, such as a programme to
better understand the human factor’s contribution to
runway incursions.
In addition, the plan recommended looking at the ‘heads
up, heads down’ time requirement needed by pilots, drivers
or controllers during their working methods and procedures
to assess their impact on runway safety, and to suggest
improvement where necessary. EUROCONTROL’s Human
Factors Unit in co-operation with the Joint Aviation
Authorities has developed an Aerodrome Resource
Management course that is intended to enhance teamwork
between pilots, controllers, aerodrome operators and vehicle
drivers. This is needed because a common causal factor in
actual runway incursions is a breakdown in teamwork.
New technology is also likely to have a role to play. For
example, the Advanced Surface Movement Guidance and
Control System (A-SMGCS) provides a display to controllers
that identifies all aircraft and vehicles equipped with a
transponder in the manoeuvring area, which is particularly
useful in conditions of restricted or reduced visibility. This
system will not only enhance safety but also release latent
capacity in airports particularly those that are badly affected
by adverse weather conditions.
EUROCONTROL AND ACI EUROPE EXPERTISE: CONTRIBUTION TO IMPROVING AVIATION
The Action Plan is clear
on the need for effective
data collection and
lesson sharing
EUROCONTROL AND ACI EUROPE EXPERTISE: CONTRIBUTION TO IMPROVING AVIATION
124
INTRODUCTION
TO ATM SAFETY
Ensuring that their Air Traffic Management (ATM) system is safe has traditionally been
the responsibility of the Air Navigation Service Providers (ANSPs) within every
EUROCONTROL Member State. Julian Moxon reviews the process
© Arne V Petersen
125
asks carried out by the ANSPs and by safety oversight
and regulation bodies were often contained within a
single national civil aviation authority. However, this is
now regarded as unsatisfactory. In many cases, the ANSP was
self-regulating and some still oversee ATM safety in this way.
But today, under the stimulus of EUROCONTROL safety
regulation harmonisation and more recently of the Single
European Sky (SES) initiative, the majority of EUROCONTROL
States have achieved at least some functional separation
between the service provision and regulatory roles.
EUROCONTROL strongly supports this separation. “Every
State should have an independent body for safety oversight
which is totally removed from commercial pressures,” says Erik
Merckx, the Head of EUROCONTROL’s Safety Enhancement
Business Division. Within the SES approach, regulation and
oversight are provided by independent national regulators
termed National Supervisory Authorities (NSAs).
Regulatory approach
In the safety field, EUROCONTROL’s approach to ATM
regulation is based on its Safety Regulatory Requirements
(ESARRs), the most recent being ESARR 1, which provides a set
of safety regulatory requirements “for the implementation of
an effective ATM safety oversight function”. Introduced in
November 2004, ESARR 1 is the first ESARR to be fully coordinated
with European Union legislation for the Single
European Sky (SES) and it provides the means to ensure the
NSAs implement safety oversight as part of their overall ATM
supervision role.
The European Commission (EC) has already mandated that
Member States appoint NSAs and establish a system under
which the service provider complies with the SES regulations.
Once achieved, the NSA issues certification to the ANSP – the
first time in aviation history that service providers have had to
be certified within an international regulatory system, says
Merckx. Some NSAs are already harmonising their approach to
ANSP certification – Belgium, the Netherlands, Luxembourg,
Denmark and Germany have already done so, and included in
this is the Maastricht Upper Area Control Centre.
ESARR 1 also provides the means to ensure that the ten
EUROCONTROL Member States that are not members of the
European Union (EU) implement an appropriate ATM safety
oversight function In view of potential future EU membership
“The main problem is a
serious lack of resources
to monitor and put
safety systems in place”
T
of these States; however, the European Commission is
planning bilateral agreements with them.
To help establish the status of Member States’
implementation of ESARRs, the EUROCONTROL Safety
　
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