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2006 through the implementation of a six-point
operational safety programme in the domains of Safety
Auditing, Infrastructure Safety, Safety Data Management and
Analysis, Safety Training, Cabin Safety and Cargo Safety.
Combined, these components have each contributed
effectively to the industry-wide effort, which has brought
about a marked decrease in the accident rate.
IATA’s Brussels-based European Safety, Operations and
Infrastructure Group is working with EUROCONTROL in the
Infrastructure Safety sector on a variety of airport- and ATMrelated
projects where safety issues are paramount. Many fall
within Europe’s ATM 2000+ Strategy, which has at its heart
safety, capacity enhancement, and unit cost reductions
“We need to have
harmonisation of incident
reporting regulations
across Europe so there is
immediate action where
safety is concerned”
S between 2000 and 2015. Europe’s ATM 2000+ Strategy is fully
in line with the Industry Global ATM Roadmap developed jointly
by EUROCONTROL, the FAA, Boeing, the Air Traffic Alliance and
IATA and the basis for the new ICAO Global Plan. The IATA EUR
office is also highly active in other safety issues like level busts,
runway incursions and air ground safety communication.
Many of Europe’s initiatives in ATM feature harmonisation
across the continent at their core. When it comes to the
reporting of air-related incidents IATA is asking for a significant
improvement at the pan-European level. The Brussels office
receives many incident reports from airlines about safety
issues related to civil flights within Europe. From an
operational level through to official investigations and the
possible involvement of civil aviation authorities, the practices
adopted to investigate and act on these reports differ widely.
“We need to have harmonisation of incident reporting
regulations across Europe so there is immediate action where
safety is concerned,” says Stankovic. “Today, some Air
Navigation Service Providers (ANSPs) deal speedily with
incident reports, but others are very slow or do not react at
all,” she explains.
EUROCONTROL’s Safety Regulatory Commission has been
working in this area. Stankovic notes, “Regarding regulatory
issues we are satisfied that EUROCONTROL has provided the
answers as recommended documents and practices – they
exist. Now it is up to States to transpose them into national
law within the framework of the Single European Sky initiative.
© Athens International Airport
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IATA is not satisfied that all the States have done it quickly
enough. The current situation is far from satisfactory and
there must be continuous safety improvements by all
participants.” In the medium- to longer-term, the role of the
European Aviation Safety Agency (EASA) will expand, ensuring
that Europe continues to improve its safety performance as
traffic doubles by 2020.
As it lobbies for States to speed up their law-making, at the
operational level, IATA is keen that close contacts are kept
between carriers and ANSPs on incident reporting, citing its
relationship with UK NATS as an example of excellent cooperation.
“It is about spreading best practice and taking
immediate action,” says Stankovic.
EUROCONTROL and IATA agreed an action plan in 2003
that addresses one of the first major projects under the
ATM 2000+ Strategy – runway incursions. “IATA’s role is to
promote the implementation of this plan among airlines
and airports and put them together to ensure that best
practices are followed and that lessons are learned,” she
says. “This is a process that never ends.” The group also
monitors new technologies and procedures with a view to
updating the existing recommendations if a further safety
benefit can be gained.
In October 2004, Europe’s action plan to address the issue
of level busts – when an airliner has an unauthorised altitude
change of greater than 300ft – was launched. This work
included input from a large number of airlines and ANSPs in
identifying the main causes of level busts and then
developing the necessary measures to stop it. One of the
ideas is to make pilots, air traffic controllers, safety managers,
etc much more aware of the problem. The action plan
created is seen as a very good toolkit for airlines, airspace
users and ANSPs according to Stankovic.
One of the difficulties in the work on level busts is judging
　
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