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safety performance indicators still refer to 2008.
3.1.2 As in the previous reporting periods, the safety
performance of EUROCONTROL Member
States was assessed using reactive and
proactive safety data.
3.1.3 The safety data used to measure these
indicators were provided by:
 the Safety Regulation Unit (SRU)
 the EUROCONTROL Agency Safety
Team
 the ICAO secure web site dedicated for
safety oversight audit reports
 other data sources such as Internet and
bilateral correspondence with concerned
parties
Reactive safety data
Reactive safety data measure events that
have happened (e.g. safety occurrences).
The ones used in safety performance review
are typically incidents (separation minima
infringements, runway incursions, etc.) and
they show the status of achieved safety in
past years. Trend analyses may reveal
improvements achieved through the
implementation of risk mitigation measures
and resolution of safety concerns.
Proactive safety data
Proactive safety data measure the capability
of regulators to ensure safety through
regulating and supervising service
providers. It also measures the capability of
service providers to manage safety and
provide efficient services.
PRR 2009 Chapter 3: Safety
17
3.1.4 In addition to the safety performance review based on reactive and proactive safety data,
this chapter addresses key regulatory changes that occurred in 2009 in the 27 EU Member
States, which may impact on ECAA7 States at a later stage. These changes will also have
an important impact on safety performance to be measured in the next performance
review periods.
3.2 Key safety indicators
ATM-RELATED ACCIDENTS
3.2.1 Lessons drawn from ATM-related investigations of accident and incident are useful to
improve safety, but cannot provide a clear indication of safety trends due to their limited
number in any given performance review period. With the progressive implementation of
ESARR2 in a number of EUROCONTROL Member States, significant efforts have been
made to develop a consistent and robust incident reporting system. However, this is still
constrained by the different cultural, legal or institutional environment in some States,
and more progress is needed to achieve a reliable safety occurrence database that would
provide a clear picture of the current level of safety throughout the ECAC area.
1 1 1
2
1 1
0
2
4
6
8
10
12
14
16
18
20
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Total number of acccidents
Direct ATM
Accidents
Trend
Data source: Flight Safety Foundation - Aviation Safety Net
Figure 25: Commercial air transport accidents in EUROCONTROL States
ATM-RELATED INCIDENTS
3.2.2 The number of reported high-risk (Severity A and Severity B) Separation Minima
Infringements (SMIs) are shown in Figure 26 shows a 30% decrease in 2008 (from 365 to
256), although the total number of reported SMIs has increased by 1% (from 1567 to
1588). As a result, the percentage of high risk occurrences decreased from 23% to 16%
of the total number of occurrences reported.
3.2.3 However, this proportion may be influenced by the final classification of SMIs still under
investigation (196 in 2008).
7 European Common Aviation Area
PRR 2009 Chapter 3: Safety
18
91 76 67 80 73 70 50
234
152 164
243 250 295
206
16%
23%
25%
26% 19%
42% 23%
0
100
200
300
400
Classified events
Severity B
Severity A
% : Proportion of
Severity A+B
N° of ECAC states reporting 27 29 26 25 28 28 29
Total n° of reported SMI 780 889 1 226 1 281 1 398 1 567 1 588
N° of SMI still under investigation 18 7 205 99 112 119 196
Severity B 234 152 164 243 250 295 206
Severity A 91 76 67 80 73 70 50
2002 2003 2004 2005 2006 2007 2008P
data source : EUROCONTROL SRU
Separation Minima Infringment
Figure 26: Reported High-Risk Separation Minima Infringements in ECAC Member States
3.2.4 The number of reported high-risk (Severity A and Severity B) runway incursions (RIs)
are depicted in Figure 27 shows a decrease of 5% (from 56 to 53), although the total
number of reported runway incursions has increased by 3% (from 885 to 908). So the
percentage of high risk occurrences has remained stable, although the Severity A runway
　
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