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3. Voluntary controller participation.
4. Trained and trusted observers.
5. Anonymous, confidential and nonpunitive
data collection.
6. Trusted and secure data collection site.
7. Systematic data collection instrument.
8. Data verification process.
9. Data-derived targets for safety
enhancement.
10. Feedback results to controllers.
For a NOSS survey to be considered
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compliant with ICAO guidelines it must
meet all of these ten characteristics.
States will be encouraged to use NOSS,
but it will not be compulsory. “The hope
is that it will catch on, and that States
will start using it in their normal
operations,” says Ruitenberg.
The first trials of NOSS were conducted
in Australia, Canada and New Zealand in
2005 and 2006. It was a successful
experience, and all three countries have
adopted NOSS into their safety
management regimes. For example,
AirServices Australia took NOSS into its
normal business operations in May 2006.
“From all of the trials the air traffic
provider was able to obtain some
immediate feedback and take away some
findings they could instantly use to
improve their operation,” says Ruitenberg.
Some of the typical findings from the
Australian, Canadian and New Zealand
trials were:
• Airspace design systemically leading to
traffic conflicts.
• Automation providing frequent, spurious
alarms.
• Flight strips not indicating the cleared
altitude of aircraft.
• Uncoordinated movements in other
controllers’ airspace.
• Frequent read-back and phraseology
errors.
EUROCONTROL coordinated the first
European survey using NOSS in Finland.
It took place at two Finavia locations in
August 2006 and involved 63 observations
made by six observers across tower, control
and approach centres. This is about half of
the observations likely to be carried out in
a full NOSS.
“Over the next one to two years we are
looking to establish another two to three
trials in Europe,” says Barbarino. The idea
is to conduct trials in different countries
in the west, east and south of Europe. “We
want to see how NOSS works in a variety
of regions and cultures,” he says.
A NOSS survey should be carried out on
a periodic basis, perhaps every four years,
to conduct a safety ‘health-check’ of the
ATC facility and assess how controller
operations have changed since the previous
survey. Regular surveys using the same
method will detect trends in how an
organisation is operating. The survey
report itself will not make safety
recommendations: it is up to the provider
to take the results and, through its own
safety processes, put in place new practices.
In terms of timing, ICAO is planning to
complete its NOSS manual by the end of
2007. After that, it goes into the editing
phase before being formally published,
probably in 2009. A soft copy will be
available on the internet, most likely in
2008, enabling air traffic providers to
begin their own NOSS surveys.
Both airline and ATC
audits, as well as
others in industries
like rail transport, use
the Threat and Error
Management
Model developed
by the Human
Factors Research
Project at the
University of Texas
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Operating the network
89
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Operating the network
Grant McDonald reveals how Critical Incident Stress Management not only helps to
maintain the health of air traffic controllers, but can also result in financial savings and
safety improvements
Critical Incident Stress
Management
Post-Traumatic Stress Disorder does not
necessarily develop following an
operational incident, but air traffic
controllers (ATCOs) do need
psychological support measures, says the
International Federation of Air Traffic
Controllers’ Associations (IFATCA). This
is to ensure that operational errors are not
embedded in the ATCO psyche. And,
though air traffic control personnel are
rarely confronted with the sight of
aircraft accidents, they can cause a
“symbolic confrontation with the
unthinkable” in the mind of the ATCO,
according to IFATCA.
At an IFATCA conference in San José
in 1986, delegates adopted a policy
proposing psychological support to be
given to ATCOs involved in an accident
　
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