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The White Paper goes on to point out
that safety culture in an organisation
can be positive, neutral or negative.
The negative side can be seen when,
for example, investigations into accidents,
incidents or operational errors
place blame on individual employees
without examining other potential
problems. This does not help as Licu
explains: “Getting rid of a blame culture
is central to establishing a proper
safety culture.” He applauds the acrossthe-
board recognition of the importance
of establishing a safety culture
by the FAA, CANSO and ANSPs, all of
whom are cooperating in the task
throughout the world’s ATM network.
“This has to be done by all the stakeholders,”
he concedes.
One of the biggest challenges is finding
a way to measure safety cultures.
The difficulty is that they evolve over
time, can take years to change and, according
to the White Paper, require a
constant push in the safety direction
to prevent a drift back to the ‘norm’.
Complacency is an ever-present
threat. History has shown that some
organisations do not learn, even after
catastrophic accidents.
EUROCONTROL’s drive to implement
safety culture amongst ANSPs is
strongly supported by Director General
McMillan, who has extensive experience
in safety management in other
organisations. “I am looking forward
to attempting to de-mystify the safety
culture, and jointly find ways of promoting
and implementing a common
sense approach to safety,” he told the
delegates at the Rome conference.
A €1 million, four-year contract has recently
been awarded to a consortium
of EUROCONTROL, the UK’s National
Air Traffic Services, Aberdeen University
and Boeing ATM to measure
the safety culture present in up to 16
ANSPs by 2014. This will be followed
by a rolling programme, intended to
bring all ANSPs on board in time for
the SES. “It is a huge challenge,” admits
Licu.
In the meantime, the ESP has developed
a highly-interactive safety culture
enhancement toolbox. It is made
up of four sections: inside safety culture;
assessing safety culture; improving
safety culture and case studies
of ANSP experiences. Each section is
broken into six subsections providing
a detailed look at the various aspects
of safety culture and will, says Licu, be
updated as experience is gained. n
Bringing in a safety culture is essential to bridging
the gap to the safety levels required for the SES
44
INTERVIEW
William R. Voss
5 questions to
ity and expects action. Our efforts
in this area may be perceived as a
demand for immunity. We need to
reshape that message and make it
clear that we are willing to accept
accountability.
2. What is the next thing
the industry should
do to meet these
challenges?
It is time to think outside the box
about training and certification standards.
All segments of the industry
need to identify the real skills that are
required of the next-generation workforce.
It is time to let go of some of the
decade-old requirements. Whatever
standards are decided, they must be
put in place in a transparent way. It is
not good enough for companies to
use one set of standards when staff
are in short supply and another when
there is a shortage.
3. What is the state of
play at the Flight Safety
Foundation (FSF)?
The FSF has wrapped up its considerable
work on runway excursions, and
we are now shifting our focus towards
these new challenges. We have a number
of proposals under consideration.
These involve teaming up with a variety
of regulators and international
President and CEO,
Flight Safety Foundation
1. What are the key
challenges facing
aviation safety nowadays,
in your opinion?
There are several important challenges
facing aviation safety these
days.
Given the latest series of accidents,
it is becoming clear that the industry
has not done a very good job of
training pilots to handle failures that
occur in automation systems. There
is more to this than just reinforcing
stick-rudder skills. We have to
provide training on the new failure
modes.
A second emerging challenge relates
to the first. Major overhauls of the air
traffic control system are being carried
out on both sides of the Atlantic.
We have to be realistic about the failure
modes that will be encountered
　
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