Flight Safety Part 1

Tony Licu Chairman of the Conference

Michael ConstantinidesDeputy Chairman of FSF/SE.Europe-M.East-Cyprus

Catalin RaduPresident of ECAC

Eleni GeroudakisMinistry of Communications and Works of Cyprus

Tony Licu Chairman of the Conference

The European Organisation for the Safety of Air Navigation

Flight Safety Foundation South East Europe Conference

Is there a need for coordinated contingency and emergency plans by airports, airlines and ANSPs

Bucharest, 18 November 2011

OPENING REMARKS

Tony [email protected] Head of Safety Directorate Network managerEUROCONTROL

mailto:[email protected]

8

All ATM disruptions are not crisis

ATM/ATFCM/Aviation is made of daily disruptions

• Handled with existing procedures • Manageable in a known OPS framework• Coordination and mitigation at network level is needed

Critical major crisis (major network and global impact)

• Out of existing contingency plans• Out of known OPS framework • Major political and media implications• Key role of network management • Need for a network crisis cell

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« Eyjafjallajokul » volcano eruptionA major ATM European crisis (14-22/04/2010)

Britain 2011-2011 winter crises

Fukushima – Daiichi Nuclear disaster

Cyber attacks - W32.STUXNET, March 2010

• Command & control servers identified:• Located in Malaysia and Denmark;• infections in Iran and India reach 155 countries;• connection requests from 40,000 IP addresses;• 60% in Iran, 68% of these operated Step 7.

• Sophisticated interaction with C&C server:• First test a valid address eg msn.com;• Establish connection then connect to C&C;• Next step download an update of the malware…

Past week’s keylogger:Predator and Reaper GCS Creech Airforce Base

Pandemics

We can, and we should, prepare to beprepared for unforeseeable and un-planable events

• The society developments• Disruptive operating environment• Economic crisis• Planet environmental changing• We are and will all be affected !

• How can we make the difference ?

1st SESSION

Carole StewartRegional officer ICAO Europe

The ICAO policies on contingency and emergency response planning

International Civil Aviation Organization

ICAO Policies on Emergency Response and Contingency Planning

Carole Stewart-GreenRegional Officer, ANS Implementation (ATM)

18 November 2011

Flight Safety Foundation Regional SeminarBucharest, Romania

41

ICAO Policies

• Standards and Recommended Practices (SARPS) detailed in Annexes to the Convention on International Civil Aviation

• Procedures for Air Navigation Services (PANS) which complement SARPS

• Regional Air Navigation Plans, including procedures documented in Regional Supplementary Procedures

• Manuals to assist States to implement SARPS

Flight Safety Foundation Regional Seminar – 18 November 2011 - Bucharest, Romania

42

References

• Annex 2 - Rules of the Air– Together with the SARPS of Annex 11, govern the

application of the Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444) and the Regional Supplementary Procedures

– Applies without exception over the High Seas


43

References

• Annex 6 – Operation of Aircraft– operation of aeroplanes by operators authorized

to conduct international commercial air transport operations

– Includes scheduled international air services and non-scheduled international air transport operations for remuneration or hire


44

References

• Annex 11 - Air Traffic Services– Air Traffic Control Service, Flight Information

Service and Alerting Service– Establishment of airspace, units and services

necessary to promote a safe, orderly and expeditious flow of air traffic

– Together with Annex 2, purpose is to ensure that flying on international air routes is carried out under uniform conditions designed to improve the safety and efficiency of air operation


45

References

• Annex 14 - Aerodromes– Volume 1 – Aerodrome Design and Operations– Includes SARPS related to aerodrome emergency planning

• Airport Services Manual (Doc 9137)Part 7 Emergency Planning – pre-planning for airport emergencies– co-ordination between the different airport agencies (or services)

and those agencies in the surrounding community that could be of assistance in responding to the emergency

– material on how an agency is to carry out its particular functions such as those of the rescue and fire fighting services or air traffic control service are in specific documents concerning these specialties

Project title (Insert, Header & Footer)

46

References

• Annex 17 - Security– Safeguarding international civil aviation against

acts of unlawful interference

Project title (Insert, Header & Footer)

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References

• Procedures of Air Navigation Services – Air Traffic Management (PANS ATM, Doc 4444)– complementary to the SARPS contained in

Annex 2 and Annex 11– supplemented when necessary by regional

procedures contained in the Regional Supplementary Procedures (Doc 7030)

– mainly directed to ATS personnel, but flight crews should be familiar with some of the procedures


48

References

• Safety Management Manual (SMM)(Doc 9859)– provides States with guidance to develop the

regulatory framework and the supporting guidance material for the implementation of safety management systems (SMS) by service providers

– provides guidance for the development of a State safety programme (SSP), in accordance with the SARPs contained in Annex 1, Annex 6, Annex 8, Annex 11, Annex 13, Annex 14


49

References

• Emergency response planning is mainly addressed in Annex 6, Annex 11, Annex 14, the Safety Management Manual and the Airport Services Manual

• Contingency planning and procedures are mainly addressed in Annex 2, Annex 11, Annex 17 and the PANS ATM

• Numerous ICAO documents and circulars on specific subjects and functions


50

Emergency Response Planning

• Annex 11 requires States to establish a State safety programme (SSP)

• Part of SSP is to require ATS providers implement a Safety Management System (SMS)

• Framework for implementation of SSP and SMS is provided in the Safety Management Manual

• Minimum requirements for SMS include coordination of emergency response planning


51


• Annex 6 requires operators and approved maintenance organizations to develop an Emergency Response Plan (ERP)

• ERP provides for the orderly and efficient transition from normal to emergency operations and the return to normal operations

• ERP shall be properly coordinated with the emergency response plans of those organizations it must interface with during the provision of its services


52


• Safety Management Manual applicable to all service providers– approved training organizations– aircraft operators– approved maintenance organizations– organizations responsible for type design and/or

manufacture of aircraft– air traffic service providers– certified aerodromes


53


• Emergency Response Plan(ERP) outlines what actions should be taken following an accident and who is responsible for each action

• ERP should ensure an orderly and efficient transition from normal to emergency operations

• Overall objective is the safe continuation of operations or the return to normal operations as soon as possible

• Any organization supporting flight operations should have an ERP


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• ERP should be in the form of a manual• Safety Management Manual, Appendix B provides

detailed guidance concerning the following areas which should be addressed in the ERP:– Governing policies, Organization, Notifications, Initial

response, Additional assistance, Crisis Management Centre, Records, Accident site, News media, Formal investigations, Family assistance, Post-critical incident stress counselling, Post-occurrence review


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• Operators’ ERPs should be coordinated with airport emergency plans

• Checklists should form an integral part of the operations manual or emergency response manual

• Training and exercises necessary to ensure capabilities match the plan and to reveal gaps or deficiencies


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• Airports develop airport emergency plans• ATS providers develop contingency plans• Airlines develop an emergency response plan• The coordination of these plans should be

described in the SMS manual of each organization


57

Contingency Procedures

• Annex 2, Annex 11 and the PANS ATM include detailed procedures related to contingency events related to flight operations

• Includes flight crew procedures and ATS procedures• Flight crews should be aware of the detailed procedures in

Chapter 15 of the PANS ATM related to– Unlawful interference and aircraft bomb threat– Emergency descent– Special procedures for in-flight contingencies in oceanic airspace– Weather deviation procedures– Air-ground communications failure


58

Contingency Planning

• Annex 11 requires ATS authorities to develop and promulgate contingency plans – detailed guidance is in Attachment C

• Annex 17 requires States to develop contingency plans to safeguard civil aviation against acts of unlawful interference

• Appropriate measures must be taken for the safety of passengers and crew of an aircraft, which is subjected to an act of unlawful interference, while on the ground until their journey can be continued


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• To assist in providing for the safe and orderly flow of international air traffic in the event of disruptions of air traffic services and related supporting services

• To preserve the availability of major world air routes within the air transportation system in such circumstances

• To ensure access to designated aerodromes for humanitarian reasons


60


• Disruptions in one portion of airspace affect adjacent areas

• International coordination required• International organizations such as IATA and

IFALPA are valuable advisors• ICAO’s role is to facilitate or initiate the

necessary coordination


61


• State(s) responsible for providing ATS and related supporting services is (are) also responsible, in the event of disruption or potential disruption of these services, for instituting measures to ensure the safety of international civil aviation operations

• Where possible, provisions must be made for alternative facilities and services

• Contingency plans should be developed in consultation with other States and airspace users concerned and with ICAO, as appropriate, whenever the effects of the service disruption(s) are likely to affect the services in adjacent airspace


62


• Timely introduction of contingency arrangements essential if hazards to air navigation are to be avoided

• States should:– Prepare general contingency plans for foreseeable events

(industrial action, labour unrest)– Assess risks due to military conflict or unlawful interference– Review likelihood and possible consequences of natural

disasters or public health emergencies– Monitor developments– Designate or establish a central full time agency to provide

up to date information


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• Contingency plan may include– Procedures for avoiding airspace– Current and alternative routes– Simplified route network– Procedures to cope with degraded navigational

capability– Procedures to cope with degraded

communications or surveillance capability


64


• Contingency plan may include (continued)– Procedures for temporary re-assignment of

responsibility for providing ATS– Special in-flight procedures– Increased separation standards– Procedures for controlling access to contingency

area(s)


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• NOTAM of anticipated or actual disruption of air traffic services and/or related supporting services

• NOTAM should include the associated contingency arrangements

• If disruption is foreseeable, advance notice should not be less than 48 hours

• NOTAM of discontinuance of contingency measures and reactivation of normal services


66

Regional Resources

• Volcanic Ash Contingency Plan – EUR and NAT Regions (www.paris.icao.int)

• ATM Operational Contingency Plan – NAT Region (www.paris.icao.int)

• EUROCONTROL Guidelines for Contingency Planning of ANS (Including Service Continuity) and associated Reference Guide (www.eurocontrol.int)


67

Thank you!

Questions?

Carole [email protected]


Jose-Luis Penedo Policy Officer EASA

Regulatory Framework of the European Union

Contingency and Emergency Response planning in aviation safety: The EASA perspective

José Luis PENEDO DEL RIOPolicy Officer, Executive Directorate, EASA

Bucharest, 18.11.11

Outline

Context: EU-EASA system EASA status EASA Role EASA Tasks

EASA Internal Crisis Coordination Cell (ICCC) Past Emergencies EASA emergency/crisis response tools Way Forward: drivers for action

11/04/2023 70

EU-EASA system

Regulation (EC) No 216/2008 on common rules in the field of civil aviation: EU-EASA Basic Regulation

1 system - different actors – different roles

Division of competences between:EU (Council/Parliament/Commission)European Aviation Safety Agency (EASA) Member States (MS)

11/04/2023 71

EASA status

EASA is an EU Agency i.e. a technical body to support the European Commission and contribute to the achievement of a high and uniform level of civil aviation safety in Europe together with other objectives of Reg. 216 by:

Preparing the necessary proportionate rules Overseeing their actual implementation

Legal, administrative, regulatory and financial autonomy

11/04/2023 72

EASA Role

EASA centrepiece of the EU Aviation Safety Framework based on a common total system approach.

EASA provides for harmonised safety standards in all aviation domains

EASA remit as the safety regulator of global aviation covers:

Airworthiness OPs Licencing SES (ATM/ANS) Aerodromes

11/04/2023 73

EASA Tasks

Assists Commission on developing EU (hard) law (common rules/standards)

Regulatory activities (soft law): Certification Specifications (CS) Acceptable means of Compliance (AMC) Guidance Material (GM)

Executive measures (decisions): Certification of type-design of aeronautical products and approval of

organisations: Ensure their continued airworthiness Enforcement of EU (hard law): suspension, revocation, limitation of

approvals Standardisation of National Aviation Authorities

11/04/2023 74

EASA emergency/crisis approach: Internal Crisis Coordination Cell (ICCC)

Purpose of the ICCC is to determine and coordinate EASA actions in emergency/crisis situations. Rules of procedure establish its functioning.

Deputy Directors from Certification, Rulemaking and the Executive Directorate as well as the Head of Communications shall be the permanent members of the ICCC.

The ICCC is empowered to take decisions in the following

areas as response to the crisis/emergency: Internal and external communications Coordination with external parties Allocation and deployment of staff Exceptional expenditure Safety measures

11/04/2023 75


A crisis or emergency situation shall be activated or deactivated by the Executive Director, triggering the ICCC into action.

This is done when it is considered that the event will have an impact or potential impact on the civil aviation system under Regulation 216 and/or the EASA competences.

Possible scenarios which could be declared as a crisis or emergency case: Severe disruption of the (safety) aviation system Aircraft accident/incident Event disrupting the function of the Agency or affecting EASA competences/responsibilities Security threats Heavy meteorological conditions

Crisis response plan and a crisis communications plan will be established.

11/04/2023 76


Crisis response plan and a crisis communications plan will be established.

The Head of Communications shall act as communications focal point for the crisis and as a spokesperson. The Head of Communications shall be responsible for all external communications during the crisis and all internal communications to EASA staff.

EASA will ensure coordination with relevant organisations and competent authorities.

ICCC shall coordinate with the competent EASA Departments those measures or actions it has decided as necessary as response to the crisis/emergency situation.

A crisis/emergency exercise will be organised early 2012. EASA is permanent member of the European Aviation Crisis Coordination Cell.

11/04/2023 77

Internal Coordination is key

Internal Coordination: EASA Certification provides engineering

information EASA Safety Analysis accident and

background information Other EASA Departments on an “as

needed” basis

Result:

Coordinated decision making and response

11/04/2023 78

Past Emergencies

Aircraft Accidents/ IncidentsExamples:

AF 447Dash 8 Q400Qantas A380 Engine Failure

Other aviation related events:Volcanic Ash

11/04/2023 79

EASA emergency/crisis response tools

Rulemaking actions:

Rulemaking Task A-NPA 2011-06 (May 2011) to provide an opinion to the European Commission on operational risk assessment and IVATF Guidance Material (GM).

Future Rulemaking Task to transpose IVATF GM to operators SMS GM.

Rulemaking Task 2011-17 to amend CS and introduce a new obligation on manufacturers to promulgate information to support operators in developing Safety Risk Assessments (SRA).

Ruelmaking Tasks on the airworthiness field (e.g. on turbine engines on Volcanic Ash limits)

11/04/2023 80


Safety Information Bulletins (SIB):

SIBs and their updates like the one on Volcanic Ash (2010-17) are used to assist voluntary/collaborative decision making in the event of a crisis.

(Emergency) Airworthiness Directives (ADs) adressed to TC holders and affect operators mandating actions to correct detected problems in an approved type-design.

Accident investigation: EASA as adviser of accident investigation boards and response to safety recommendations

11/04/2023 81


Information: Actions on-going on development and maintenance of a data base of known operational safety risks assessments.

Research actions: e.g. on improvement and methodes for the measurement of ash.

11/04/2023 82

Way forward: drivers for action

Promote risk assessment approach: New methodology for risk assessment and management Criteria for risk acceptance Mutual recognition of safety risk assessments

Further enhance cooperation state to state and state to relevant European institutions/bodies

Rapid provision of simplified and reliable information

Participation of Industry is important Accellerate implementation of SES Training Common global approach and effective decision

making mechanism (ICAO initiatives)

11/04/2023 83

Thank you very much for

your attention

Mrs. Claudia VirlanDirector General of Romanian CAA

National oversight of contingency and emergency plans at national, European and global level

86

Presented by Claudia VÎRLAN, Director general

ROMANIAN CIVIL AERONAUTICAL AUTHORITY

Flight Safety Foundation Regional Seminar, Bucharest, ROMANIA, 18 November 2011

National oversight of contingency and emergency

plans at national, European and global level

Motto:

87

“PREPARE FOR THE WORST BUT HOPE FOR THE BEST”

Benjamin Disraeli (1804-1881),

British prime minister and novelist


Our national environment; Oversight of contingency plans; Oversight of emergency plans; Global and regional approach; Conclusions

Content

88Flight Safety Foundation Regional Seminar, Bucharest, ROMANIA, 18 November 2011

Our national environment

89

Service and/or Product Provider Organizations under the authority of Ministry of Transport • Air Operators – TAROM• Airports – LROP, LRBS, LRTR, LRCK• Air Navigation

Service Providers – ROMATSA

Private Service and/or Product Provider Organizations

Superior Aviation School(Approved Training Center)

Air Club of Romania(Sports and Leisure Aviation)ROMANIAN CIVIL

AERONAUTICAL AUTHORITY

(Safety Authority for Civil Aviation)

Ministry of Transport and Infrastructure

(State Authority for Civil Aviation)

Aeronautical Industry


The Romanian CAA was established by Government Decision no. 405/1993;

The role according to the aforementioned decision is to assure the application of national regulations, to issue procedures and instructions for the application of these regulations;

The CAA became the technical specialized body of the MoT by delegation of competences.

Our national environment


91

• Capability to continue with the provision of air navigation services whatever the circumstances;

• Readiness to act in the unfortunate event;

Oversight of contingency plans


The requirements for Air Traffic Services are set by national regulations: ICAO Annex 11 – Air Traffic Services (RACR-ATS)

cap. 2.30 – Contingency arrangements Attachment C - Material relating to contingency planning

ICAO Doc. 4444 – PANS-ATM (PIAC – ATM) cap. 8 - ATS surveillance services, 8.8 – Emergencies,

hazards and equipment failures cap. 15 – Procedures related to emergencies,

communications failure and contingencies



The requirements for Air Navigation Services are set at European level: Regulation (EU) No 1035/2011- common

requirements: Annex 1, pct. 8.2 – Contingency plans

Regulation (EC) No 1108/2009: Annex Vb – Service provision shall not be undertaken unless

the service provider shall establish and implement a contingency plan covering emergency and abnormal situations that may occur in relation to its services;



Mechanisms to ensure acceptability and conformity with the defined requirements:

existence of contingency plans; verification if refers to all provided services; verification if the contingency and emergency plans

comply with applicable regulatory requirements objective evidences about the implementation; verification if the personnel is aware about the contingency

arrangements; verification if the personnel is trained in regard to

contingency arrangements;



The approval of the contingency plan is part of the certification process and ongoing supervision;

It is treated in a specific chapter of the audit report;

The State can be held liable for lack of proper oversight.



96

• Incidents, accidents or medical emergencies interfere with the normal functioning of the airport

• A plan is needed for every type of emergency, accident or incident possible

Oversight of emergency plans


The requirements for Airports are set by national and European regulations: ICAO Annex 14 – Aerodromes, vol. 1: Aerodrome

Design and Operation (RACR-AD-AAC) cap. 9, Section 9.1 – Aerodrome emergency planning

Regulation (EC) No 1108/2009: Annex Va –The aerodrome operator shall establish and

implement an aerodrome emergency plan, covering emergency scenarios that may occur at the aerodrome or in its surroundings. This plan shall be coordinated, as appropriate, with the local community emergency plan;




existence of Airports emergency plans; verification if the emergency plans comply with applicable

regulatory requirements objective evidences about the implementation (including

exercises records); verification if the personnel is aware about the emergency

arrangements; verification if the personnel is trained in regard to

emergency arrangements;




verification if the Airport Emergency Plan is coordinated with the Airport Security Plan and the Regional/Community Emergency Plan;

Evaluation of the operational activities; Evaluation of the rescue and fire fighting sevices; SMS implementation analysis (Coordination of

emergency response planning)



The procedures regarding medical emergencies, either in-flight or in the airport, are implemented both in the airport’s emergency plans and in the airliner's manual;

These procedures are being reviewed yearly or even more frequently, if the situation demands it, by the CAA’s inspectors for aeronautical medicine and human factors;

The stakeholders are requested to test this plans through either real life or just table top exercises, for constant improvement;

100

Oversight of medical emergency plans


Every international airport in Romania has an agreement with regional public health authorities regarding the appropriate actions for prevention of spreading of communicable disease;

The terms of the agreement are evaluated yearly by the public health authorities in regard with specific guidelines from WHO (World Health Organization);

There are preliminary discussions to create a national plan for preventing of spreading of communicable disease through air travel with all the stakeholders involved

101

Oversight of medical emergency plans


Global and regional approach

102

The scale of the event impose global or regional preparedness: pandemics, terrorist attacks (global); volcanic ash, terrorist attacks (regional);cross-border contingency;


103

For the medical emergencies, including communicable disease outbreaks, the international framework is the basis of a national preparedness plan




104

The European Aviation Crisis Coordination Cell (EACCC): Facilitate management of

crisis situations affecting aviation in Europe

Activated when circumstances beyond normal environment of ops are evident



105

FAB operation: Relations or conclusion of

agreements with neighbouring States, for coordination purposes

NSAs agreement on oversight


Contingency/Emergency policies, concepts and plans can provide a view of what the situation may look like following an event, but all actors must be ready and prepared to act in the unfortunate event;

The values: assures customers, builds confidence, helps to protect and enhance reputation, protects people and assets, contributes to safeguarding national infrastructure and supports international networks.

Conclusions


Thank you!

Any questions?

ROMANIAN CIVIL AERONAUTICAL AUTHORITY


2nd SESSION

Sid Lawrence EUROCONTROL

Developing and deploying contingency and emergency plans at national, European and global level

Richard “Sid” Lawrence

EUROCONTROL

Flight Safety Foundation

18 November 2011 Bucharest

Developing and deploying contingency and emergency plans

EUROCONTROL Guidelines

Released 2009

Scope

• Lessons Learned/Key Points• Contingency v Emergency

Planning• Structured Approach

• Organisational aspects• Policy • Planning process• Assurance• Promotion

Scope - National, Regional, Global

Summary of Key Points/Principles

What is Contingency? - ICAO

• ICAO Annex 11, Chapter 2, Attachment C

“Air Traffic Services shall develop and promulgate contingency plans for implementing in the event of disruption, or potential disruption, of air traffic services and related supporting services in the airspace for which they are responsible for the provision of such services”

“Contingency plans are intended to provide alternative facilities and services to those provided for in the regional air navigation plan…”

What is Contingency? – EU and National

• Regulation (EC) No 1038/2011, 8.2 “…an air navigation service provider shall have in place

contingency plans for all services it provides in case of events which result in significant degradation or interruption of their operations.”

• Regulation (EC) No 1108/2009: Annex Vb “Service provision shall not be undertaken unless the service

provider shall establish and implement a contingency plan covering emergency and abnormal situations that may occur in relation to its services.”

• Council Directive No 2008/114/EC – European Critical Infrastructure

• National rules

What is Contingency? - Contingency Life-Cycle

Safety driven

Business driven

Planning methodologies

Operational Concept

for Contingency

Plan

Execution &

Assurance

Contingency Process

Promotion

Achievement

Airspace Users

Airports State Civil & Military Authorities

ANSP

Consultation

Policy Policy

on Contingenc

y

Policyon

Contingency

Contingency Plans

Organisation1. Policy

3. Establish the Requirements of Contingency Measures

2. Operational Concept for Contingency

4. Assemble the ANSP Contingency TF/Team4.1 Secure Team Resources

4.2 Secure Budget of Contingency Planning

5.1 Key Personnel in

ATM

6. Consultation of the Key Personnel and Users (airspace, airports) during contingency

planning

7. Approval and Oversight of the Contingency Plan by Oversight authority

8. Prepare the ANSP organization for executing contingency

10. Update Contingency Plan

5. Liaise with Key Actors

5.2 Military Authorities

5.3 External ANS Suppliers

5.6 Other National Agencies

5.5 Appropriate Local Authorities

5.4 Critical infrastructure

suppliers

State Authorities , Military Authorities, Airspaces Users,

Airports

9. Change Management (e.g. impact on Contingency Plan

of new system , new procedures

All Together Now!

Policy – General Considerations

Requirements:• Safety• Security• Capacity & Flight efficiency (if relevant)• Environment (if relevant)

Discussion on:• Level of Capacity & Flight efficiency provided during contingency situations

Policy – Setting the Requirements for ATM Contingency

State (Rule-maker)

ANSPAirspace Users

& Airports

Consultation

Policy – ANSP Considerations

• Policy for Contingency or Statement of Intent• Attitude and Commitment• Scope – Emergency and/or Service Continuity• Which units?• What type of Services; all or only some?• Goals and objectives – performance criteria• Culture – integrated or stand alone? • Business and Risk Management.

• Policy and/or Statement of Intent feeds the ANSP’s Operational Concept of Contingency

Policyon

Contingency

Policyon

Contingency

Risks/Hazards

€Economics

Consultationprocess

Policyon

Contingency

Policyon

Contingency

Strategies

Operational Concept

State

ANSPAirspaceUsers

AirportsANSP

State

ANSPAirspaceUsers

AirportsANSP

Operational Concept – Reconciliation

Operational Concept – Elaboration - Gap Analysis

Requirements review ?

Old

Planning

New

?

• Changes

• Justified

• Pros & Cons

• Is it Safe?

Generic Contingency Planning Process

Inventory of Air Navigation Services & Critical Infrastructure (IT, Power)

List possible causes of disruptionKeep realistic ones

Check existing plans (are they suffficient?)

Plan Contingency measures (New or Amendments)

Plan measures for Recovery back to Normal

Document Contingency plans

Ch

ang

e Man

agem

ent

(watch

keepin

g &

up

dates o

f plan

s)

Uniqueness- One Size Doesn’t Fit All

Contingency lives!

Planning Considerations – Testing/Exercising

http://www.southeastern.co.uk/files/images/pages/testing.jpg

Planning Human Considerations – Training, Licensing

‘Go, No Go’ for Service Continuity

Who makes the call?

Decision Time

Promotion

Awareness:

Confidence

“Peace of Mind”

Disclosure:

Commercial

Security

“Need to know”

V

Promotion - EUROCONTROL Guidelines

http://www.eurocontrol.int/ses/public/standard_page/sk_sesis_guidelines.html

Functional Airspace Blocks (FABs)

• Contingency remains a national responsibility.

• But more cross- border activity likely to mean

• Closer harmonisation of contingency planning and execution in the future.

Network effects

Volcanic Ash Crises• April 2010 – 100,000 flights cancelled

• May 2010 - only some 7,000 flights lost

• Initial (informal) formation of European Aviation Crisis Coordination Cell

• May 2011- Volcex, revised approach adopted

• 21st May – ash plume up to 20km

• DNM volcanic ash procedure activated –NOP Portal, teleconferences

• 22nd May - EACCC activated

• Impact: Iceland, Scandinavia, UK, Germany

• ~900 flights cancelled

Network Manager Implementing Rule:European Aviation Crisis Coordination Cell (EACCC)

Coordinate management of response to thenetwork crisis affecting aviation in Europe

Activated when circumstances beyond normal environment of ops are evident

Members

EACCCAirlines

ANSPMilitary

Airports

State focal

pointsNetwork Manager

Special Cases

• Volcanic Ash

• Nuclear (IAEA)

• Industrial Action

• Common failure modes (software, hardware, avionics)

• Pandemic and Public Health

CAPSCA - ICAO Global level collaboration? Cooperative Arrangements for the Prevention of Spread

of Communicable Disease through Air Travel

• Public Health and Pandemics.

• International Health Regulations (IHR) - Require a whole of aviation, whole of society approach.

• ICAO Assembly resolution 42/1–2010 requires national preparedness plan for aviation.

• CAPSCA initiated by ICAO in Asia/Pacific Region in 2007 (following H5N1 ‘bird flu’).

• All ICAO Regions covered – CAPSCA Europe 1st meeting September 2011 in Paris.

http://www.capsca.org/Europe.html

NEW this week !

http://www.capsca.org/Europe.html

Summary of Key Points/Principles (1)

• Know your Business: Think end-to end services

• Understand contingency: What do you understand it to mean?

• Clear direction and structure: Policy, Risks, Requirements-based, Operational Concept, Stakeholder Consultation.

• Organisation: Roles and Responsibilities. Who’s in charge; who makes ‘the call’?

• Obligations: Know your responsibilities and liabilities.

• ‘Normal’ activity: Part of ‘everyday’ corporate management and overall crisis management.

• Complexity: Not a one-man band! All parts of the organisation involved. Don’t forget the Regulator!

• Flexibility: Up to date, change proof.

• Continuity: It’s not a one-off activity. Don’t leave plans on the shelf. Part of the management culture.

Summary of Key Points/Principles (2)

• Top-down meets bottom-up: Use the ‘shop floor’ to find solutions and workarounds.

• Similarity: Mirror normal operations as far as practicable.

• Compatibility: One size probably doesn’t fit all. Need local solutions or variations of solutions.

• Speciality: Special cases need special attention.

• Harmonisation: Consider other stakeholder interfaces throughout; coordinate and integrate as necessary; assure essential interfaces- e.g. CFMU, airport, airspace users.

• Practice: Training, Exercising, Testing.

• Awareness: Promotion versus confidentiality. Builds ‘peace of mind’.

• Reputation: Never mind the ‘financial’ cost, what about the cost to your reputation; are you really

ready?

Further Reference/Guidance Materials

• British Standard 25999 – Business Continuity Management 2006http://www.bs25999.com/

• Business Continuity Institute (BCI) Guidelines – 2007 http://www.thebci.org/

• UK Resiliencehttp://www.cabinetoffice.gov.uk/ukresilience

• Criticall (Communications specialist)http://www.criticall.co.uk/

• EUROCONTROL – Just Culture Guidance Material for Interfacing with the Media (includes Crisis Management section)

http://www.eurocontrol.int/esp/public/site_preferences/display_library_list_public.html#7

http://www.bs25999.com/

http://www.thebci.org/

http://www.cabinetoffice.gov.uk/ukresilience

http://www.criticall.co.uk/

http://www.eurocontrol.int/esp/public/site_preferences/display_library_list_public.html#7

Questions

Thank you for your attention

Any questions?

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mailto:[email protected]

EUROCONTROL Guidelines

Released 2009

Flight Safety Part 1

Technology

Transcript of Flight Safety Part 1