AIRPORTS THE SAFETY CHALLENGE

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AIRPORTS THE SAFETY CHALLENGE

• RICHARD TAYLOR
• Head of Air Traffic Standards UK CAA

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SAFETY REGULATION GROUPKEY OBJECTIVE

• To ensure that the frequency of fatal accidents
  does not increase in line with forecast growth in
  traffic by developing safety improvement concepts
  and a safety intervention programme in
  partnership with industry

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MY TOP TEN ISSUES

• To achieve the objective
• Incident rates must fall
• Data gathering must be robust and effective
• Lessons must be learnt from incidents
• A robust regulatory regime should be in place
  across Europe
• Service provision and regulation should always be
  separated

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MY TOP TEN ISSUES (Contd)

• Service providers must have a structured approach
  to the management of safety
• Risks should be prioritised
• Requirements and standards must take account of
  all standard setting bodies ICAO, SES,
  Eurocontrol, NSA
• Safety must come first but will not necessarily
  restrict capacity
• Regulators must work with all partners in
  aviation industry

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INCIDENT RATES

• There is a difference between the public and
  media view of safety and that of the Industry
• The number of serious incidents and accidents
  must not rise
• This means rates must fall in a growth environment

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DATA GATHERING AND A JUST REPORTING CULTURE

• How can you reduce risk if you dont measure and
  seek to understand it?
• Data gathering must be effective
• Analysis must be thorough and robust
• Information and trends should be shared
• Open reporting is essential
• This can only be achieved in a just reporting
  culture
• Be prepared to see reported incident rates
  increase markedly

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LESSONS MUST BE LEARNED

• It is no use gathering data if it is not put to
  good use.
• Look for high risk issues and trends
• Act quickly to mitigate risk
• Disseminate widely information and solutions
  where necessary
• Share data freely

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ROBUST REGULATORY REGIME

• Regulation must be effective and robust while
  understanding the needs of the industry and
  wherever possible, minimising the burden on
  service providers.
• Industry must accept the need for a robust
  regulator
• Regulator and Industry must work in partnership
• European States regulators should work together
  in harmony

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SEPARATE SERVICE PROVISION AND REGULATION

• What industry will regulate itself effectively
  when economic drivers become overwhelming?
• Goal should be independent regulation
• Separation does not necessarily mean
  privatisation
• Regulator must have a skilled and sufficient
  resource
• Accept that there may be a cost implication

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STRUCTURED APPROACH TO SAFETY

• If you think safety is expensive, consider the
  cost of an accident
• Implement an organised system for the management
  of safety
• This normally means a Safety Management System
  (ESARR3)
• Accountability for safety starts at the very top
• And cascades through the organisation

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PRIORITISE RISKS

• It is easy to be distracted by attending to the
  quick fix low risk issues first
• Uncover major risks
• Attend to them first, with vigour
• A formal safety action plan is essential
• Keep reviewing and challenging actions already
  taken

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INTERNATIONAL STANDARDS

• Some international standards and requirements
  will overrule accepted national practices.
• ICAO
• SES
• EUROCONTROL
• NSA
• Account must be taken of all above
• EASA for the future
• Talk with partners to lobby for consistent and
  complimentary standards

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SAFETY FIRST

• Safety must always be paramount, but that does
  not mean it will restrict capacity.
• Safety and high capacity are not incompatible
• A good example is HIRO
• The service provider produces the safety argument

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CONCLUSION

• Safety is not a given and can only be assured
  by co-operative partnerships between the Industry
  Service Providers, Regulators and Standard
  Setting Bodies.

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www.eurocontrol .int/runwayincursion
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