basp 2014 update eng signed

Federal Public Service Mobility and TransportBelgian Civil Aviation Authority

SAFETY PLAN 2010-2014

2014 UPDATEFederale Public ServiceMobility and Transport

Belgian Civil Aviation Authority

Belgian Aviation Safety Plan 2010-2014 I 2014 UPDATE

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2014 UPDATEBelgian Aviation Safety Plan 2010-2014

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The present document is already the fourth update of the Belgian Aviation Safety Plan (BASp) 2010-2014 and has been developed according to the same methodol-ogy that was used to develop previous editions. The BASp is the documented output of an evidence based, pro-active approach to safety risks. The improvement of safety is achieved by implementing actions that will best mitigate these risks.

The BASp encompasses three areas:

− Systemic Actions (SA): designed for the further de-velopment of the Belgian Aviation Safety Programme (BASP);

− Operational Actions (OA): largely derived from the risk management system for civil aviation occurrences. A number of risk-mitigation actions were developed in consultation with the Belgian service providers and in-corporated into this safety plan. These actions concern both general and commercial aviation;

− Emerging Actions (EA): these actions gives some consideration to safety issues derived from operations or regulations that have not been fully deployed and were data is insufficiently or not always available.

The status of the standing actions has been revised. An action is considered closed when the proposed deliver-able is achieved. Closed actions provided with text are either repetitive actions or actions that were concluded in the course of 2014.This edition of the BASp for the first time makes a clear

distinction between general and commercial aviation. Corrective actions derived from safety recommenda-tions of the Belgian Air Accident Investigation Unit have also been incorporated into this update of the BASp.

The new area “Emerging Issues” mainly addresses the use of Unmanned Aerial Systems (UAS) and Remotely Piloted Aircraft Systems (RPAS). The popularity and application of UAS /RPAS continue to grow. The use of UAS /RPAS represents however an emerging risk to both commercial and general aviation.

We believe that this plan represents an opportunity to make a difference in aviation safety. During the peri-od of this plan, we expect to see measurable improve-ments in safety performance.

Nathalie Dejace,The BCAA Director General a.i.

OUTLINE


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Outline....................................................................................................................................................................4Link between the European Aviation Safety Plan (EASp) and the Belgian Aviation Safety Plan (BASp).......................6Systemic Actions (SA)............................................................................................................................................7

SA01: Further implementation of the Belgian Aviation Safety Programme (BASP);SA02: Developing Safety Performance Indicators (SPI’s);SA03: Developing a strategy with respect to safety training and safety promotion.

Operational Actions (OA)......................................................................................................................................16Commercial Aviation

OA01: Establishing a Belgian Aviation Wildlife Hazard Committee and drafting a national action plan to prevent collisions with animals;OA02: Resolving problems related to ground handling in partnership with the market sector;OA03: Investigation of unruly passenger incidents and prosecution of unruly passengers;OA04: Annual check of the reliability of flight controls for commercial aircraft;OA05: Targeting of aircraft with lasers;OA06: Implementation of the European Action Plan for the Prevention of Runway Incursions (EAPPRI);OA07: Improvement of Flight Data Monitoring Programmes;OA08: Raise Awareness of Prolonged Loss of Communication (PLOC) in Belgian controlled airspace;

General AviationOA09: Implementation of the National Action Plan for Airspace Infringement Risk Reduction;OA10: Separation Minima Infringements during parachute dropping operations;OA11: Operation of N-registered aircraft;OA12: Safety issues related with formation flying;OA13: Safety Issues related with parachute dropping activities.

Emerging actions (EA)..........................................................................................................................................42EA01: Development of a national regulatory framework for Unmanned Aerial Systems /Remotely Piloted Air-craft Systems

Appendix 01: Outline of risks in the Belgian civil aviation sector...................................................................................44Appendix 02: Belgian Civil Aviation Safety Policy......................................................................................................46Appendix 03: ANS Safety Performance...................................................................................................................47Appendix 04: BCAA Risk Management Process......................................................................................................56

CONTENTS

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In the European aviation system, rulemaking, oversight and safety promotion activities are shared between the Member States and the European Institutions. The European Aviation Safety Programme (EASP) describes the roles and responsibilities that each of them have while performing these functions. As certain competencies have been transferred from the Member States to the European Union, in order to obtain a complete picture of safety in any single State, both the EASP and the BASP needs to be considered.

The risks identified in the EASp are mitigated by safety actions that EASA, Eurocontrol, the European Commis-sion, the aviation industry and EASA Member States take on board. All the partners work together, streamline their activities and add their efforts to drive the accident rate even further down. Through this Belgian Aviation Safety Plan, the BCAA aims to contribute to the realisation of the EASp. The alignment between the EASp and the BASp is shown for the relevant safety actions.

LINK BETWEEN THE EUROPEAN AVIATION SAFETY PLAN (EASP) AND THE BELGIAN AVIATION SAFETY PLAN (BASP)


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In the course of 2014 the BCAA has conducted a new gap analysis for determining a state of affairs related to the further application of the Belgian Aviation Safety Programme (BASP). This analysis was conducted by means of the ICAO Gap Analysis Tool on iSTARS. This chapter has been reviewed in accordance with the out-come of the latest analysis.

SA01: Further implementation of the Bel-gian Aviation Safety Programme (BASP)

a. Description

The BCAA will take the following actions:

− Action SA01.1 (date: December 2014): deve-lop the legislative framework for implementing and maintaining the BASP;

− Action SA01.2 (date: in accordance with regu-latory requirements): develop and maintain the BASP document and the Belgian Civil Aviation Safety Policy;

− Action SA01.3 (date: in accordance with regu-latory requirements): develop and maintain the safety risk management processes and procedures;

− Action SA01.4 (date: in accordance with regula-tory requirements - former action SA2.1): syste-matically implement Safety Management Systems (SMS) at the service providers in accordance with the regulatory requirements;

− New action SA01.5 (date: November 15th 2015): application of Regulation (EC) No 376/2014 on the reporting, analysis and follow-up of occurrences.

Expected Safety Benefit:– Improvement of the Belgian safety performance to

SYSTEMIC ACTIONS (SA)

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enable proportionate and timely corrective actions to be taken, to conti-nuously improve aviation safety;

– Increase of the safety performance of the service providers leading to an increase in the overall safety performance of the Belgian aviation system.

Safety Performance Indicators:– Timely implementation of actions and gaps as identified through the

ICAO gap analysis

Safety Output Owner:– The BCAA Management System Unit;– The BCAA Technical Directorate;– The BCAA Airspace, Airports and Supervision Directorate;– The BCAA Licensing Directorate;

– The Air Accident Investigation Unit;– The BCAA Legal Affairs Unit;– The BCAA General Affairs Unit.

Alignment with EASp:− Safety Actions SYS1.1, 1.7, 2.7, 2.9, 2.10

Systemic Actions (SA)


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b. Progress on Actions

– Action SA01.1: CLOSED ICAO Annex 19 became applicable on 14

November 2013. The four components of the State Safety Programme (SSP) framework (safety policy and objectives, safety risk management, safety assurance, safety pro-motion) have been elevated to the status of ICAO Standard. ICAO Annex 19 Standards and Recommended Practices have already been converted into EU legislation, into natio-nal legislation or into the BASP document.

– Action SA01.2: ONGOING The BCAA Safety Policy has been defined

and implemented in the course of January 2010. The BCAA Safety Policy has been re-viewed on a regular basis.

Many SSP components and elements were already in place and compliance with ICAO Annex 19 could be demonstrated by making cross-references to existing regulations and procedures. The BCAA however decided to reorganize his SSP model and to unify all SSP components and elements in one SSP document, the Belgium Aviation Safety Pro-gramme document (BASP). The BASP has been produced by the BCAA in conjunction with the Federal Public Service of Mobility and Transport and the Air Accident Investi-gation Unit. The BASP describes the various

regulations and activities for maintaining and improving the aviation safety and ensures that Belgium operates in compliance with EU regulations and the safety management re-quirements set forth in the appendices to the Chicago Convention.

– Action SA01.3: ONGOING Safety risk management processes and

procedures have already been developed by the BCAA. These processes and related procedures define the responsibilities and ac-countabilities of all concerned parties.

In response to Regulation (EC) No 390/2013 laying down a performance scheme for air na-vigation services and network functions and in anticipation of the future Regulation (EC) No 376/2014 of the European Parliament and of the Council on the reporting, analysis and follow-up of occurrences in civil aviation im-posing the assessment of each occurrence, BCAA has revised its safety risk management processes. The aim was to improve the quality of safety occurrences encoded in ECCAIRS and to introduce validation mechanisms in order to provide correct data for risk analysis purpose and for safety performance review.

To support the BCAA risk management pro-cesses, a new version of the request collector linked to the reporting address has been ela-borated. The BCAA request collector centra-

lizes all safety related occurrence reports and ensures the follow-up of occurrences within the BCAA.

Matrices for the standardized encoding of

safety occurrences in ECCAIRS have also been developed. These matrices contain a list of typically reported occurrences and define for each one of them the preliminary encoding in ECCAIRS of the occurrence category, the event type and the occurrence severity. The purpose of standardized occurrence catego-ries and events is to obtain a good data qua-lity in ECCAIRS.

The safety risk management processes and procedures have been updated. The new version of the request collector is fully ope-rational. Dissemination of safety information within the BCAA is mainly effected through re-gularly arranged safety review meetings with the BCAA safety coordinators. The safety coordinator acts as a single point of contact within his respective BCAA Department for all safety related items. At these periodic mee-tings, safety coordinators and management representatives discuss the assessment and analysis of occurrences and possible correc-tive actions resulting from these assessments and analysis.

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– Action SA01.4: ONGOING ICAO requires that approved training orga-

nizations (ATO), aero-medical centres, flight operators, maintenance organizations, air-craft design and manufacturing organizations, air traffic service providers, and airport ope-rators implement a SMS that fulfils the requi-rements of ICAO Annex 19 related to Safety Management.

The requirement for a SMS for approved trai-ning organizations, aero-medical centres and operators of Flight Synthetic Training Devices (FSTD) is implemented through the Air Crew Regulation (EU) No 290/2012. Implementa-tion of SMS for these service providers has become mandatory from April 2014.

The requirement for a SMS for flight operators is implemented in Belgium through Air Opera-tions Regulation (EU) No 965/2012. All orga-nisations within the scope of this Regulation and to which Annex III (Part-ORO) applies, are fully compliant with the management sys-tem requirements since October 2014.

The requirement for a SMS for ATS providers is implemented in Belgium through Regula-tions (EC) No 805/2011, (EU) No 1034/2011 and (EU) No 1035/2011.

For airport operators, the requirement for a SMS was implemented nationally in accor-dance with the Royal Decree of March 15th

1954. The BCAA has audited all Belgian air-port safety management systems and found them to comply with ICAO SMS requirements. The new EASA regulations relating to airports include requirements for SMS, which corres-pond at least to the ICAO Annex 14 standards.

The requirement for a SMS for approved maintenance organizations, and aircraft de-sign and manufacturing organizations has not yet been implemented in Belgium. The SMS of an approved maintenance organization providing services to operators of airplanes or helicopters engaged in international commer-cial air transport, in accordance with ICAO Annex 6 is not addressed yet in Regulation (EC) No 2042/2003. Adjustment of the Re-gulation is provided by the end of 2015. The SMS of an organization responsible for the type design of an aircraft and manufacturing organizations in accordance with ICAO Annex 19 is not addressed yet in Regulation (EU) No 748/2012. Adjustment of the Regulation is provided by the end of 2017.

Extensive guidance material has been de-veloped by teams of the European Strategic Safety Initiative (ESSI) and the Safety Ma-nagement International Collaboration Group (SMICG) and addresses SMS principles and implementation. The BCAA continuously en-courages the implementation of this material across their service providers by means of re-gular consultation meetings and by publishing

ESSI and SMICG material on the BCAA’s we-bsite.

− Action SA01.5: ONGOING The BCAA shall draw up a circular following the

publication of Regulation (EC) No 376/2014 on the reporting, analysis and follow-up of oc-currences to clarify the application of the new regulation.



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SA02: Developing Safety Perfor-mance Indicators (SPIs)

a. Description

The BCAA has a risk management system in place for aviation occurrences in order to deter-mine SPIs for Belgian civil aviation.


– Action SA02.1 (date: in accordance with re-gulatory requirements): see action SA01.4;

– Action SA02.2 (date: September 2015): de-termine SPIs at a national level in collabora-tion with the Belgian service providers;

– Action SA02.3 (date: recurring yearly): contribute to the safety actions of the EASp

related to the development of SPIs.

Expected Safety Benefit:− Improvement of the monitoring of Belgian

safety performance to enable proportionate and timely corrective actions to be taken, to continuously improve aviation safety

Safety Performance Indicators:− SPIs established for all key safety issues in

the Belgian and/or European Aviation Safety Plan (EASp)

Safety Output Owner:− The BCAA Management System Unit;− The BCAA Aviation Safety Inspectorate;− The BCAA Technical Directorate;− The BCAA Airspace, Airports and Supervision

Directorate;− The BCAA Licensing Directorate;− The BCAA General Affairs Unit.

Alignment with EASp:− Safety Actions SYS3.1, 3.4, 3.5, 3.6, 3.7, 3.16


− Action SA02.1: see action SA01.4

− Action SA02.2: ONGOING The BCAA has already developed a number

of SPIs that are in use at national level. These indicators are published in this safety plan. The BCAA shall develop a new document only related to SPI’s. The approved document shall be an important element of the Belgian Aviation Safety Programme (BASP), listing the SPI’s monitored in Belgium, with definition and measurement principles.

The Commission Regulation (EU) No 691/2010 laid down a performance scheme for air navigation services and network functions. This Regulation has established three safety performance indicators for the first reference period (RP1) covering 2012 till 2014: the ef-fectiveness of safety management (EoSM), the application of the severity classification of the Risk Analysis Tool and the measurement of the Just Culture. As from 2015, those three indicators shall be subject to targets to be reached by 2017 and 2019 (see also Annex 3 related to ANS Safety Performance).

− Action SA02.3: ONGOING The BCAA is an active member of the Network

of Analysts (NoA). This voluntary partnership

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between EASA and other aviation organiza-tions aims to enhance aviation safety in Eu-rope by providing a framework for the colla-boration of safety analysis activity throughout the European Aviation Safety Community. The primary mission is to improve aviation safety by identifying safety risks and bringing such risks to the attention of the decision makers. The BCAA also participates in the ”Safety Performance Indicators” and “Data Flow” Workgroups of the NoA.



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SA03: Developing a strategy withrespect to safety training andsafety promotion

a. Description

The BCAA has already taken a number of im-portant steps to improve the communication of information related to safety. The operational departments of the BCAA have access to data related to aviation occurrences in the ECCAIRS database and, based on this information they can gather additional data or assess and analyse the received occurrences.

The BCAA Safety Coordinators, the team members of the BCAA Management System Unit and the Air Accident Investigation Unit hold mon-thly meetings to discuss accidents, incidents and the analyses and assessments of occurrences. This process is in line with the concept of acci-dent prevention and helps to establish potential causes and to formulate risk mitigation measures to be taken.

The Belgian Safety Plan (BASp) is communi-cated to both the Belgian aviation sector and the BCAA employees. The BCAA also organizes pe-riodic consultative meeting with representatives of the service providers to present and discuss actions of the BASp, including any modifications, updates and the relevance of risk to be handled with priority.

The BCAA will further develop safety training and safety promotion through the following actions:

− Action SA 03.1 (date: recurring yearly): provide initial and recurrent training related to SSP and SMS as part of the BCAA employee training programmes;

− Action SA03.2 (date: recurring yearly): organize or participate in safety seminars in conjunction with the Belgian commercial and general aviation sector in association with the Air Accident Investigation Unit;

− New action SA03.3 (date: June 2015): esta-blish a common platform to promote aviation safety and to share best practices in collabo-ration with the Belgian service providers.

Expected Safety Benefit:− Employees of the BCAA and the Air Accident

Investigation Unit are trained and competent to perform their SSP duties;

− Safety information is communicated and dis-seminated to the Belgian aviation sector.

Safety Performance Indicators:– Proportion of relevant BCAA employees ap-

propriately trained against their competence requirements

Safety Output Owner:− The BCAA Management System Unit;− The Belgian Air Accident Investigation Unit;− The BCAA General Affairs Unit;– The BCAA Operational Directorates.

Alignment with EASp:− Safety Actions SYS 2.7, HE1.3

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– Action SA03.1: ONGOING The BCAA provides initial and recurrent trai-

ning related to SSP and SMS as part of the BCAA employee training programmes. The BCAA has a process in place to identify safety management related training requirements in-cluding SSP and SMS. Training records show that personnel involved in SSP implementa-tion have undergone the appropriate SSP/ SMS training.

In the course of October 2014 ±40 BCAA and AAIU employees have attended a customized 5-days training about ICAO Safety Manage-ment System and EASA Management System Requirements.The training was specifically designed to give BCAA personnel understan-ding of the elements and functions involved in a compliant ICAO Safety Management Sys-tem and EASA Management System.

– Action SA03.2: ONGOINGo The BCAA has organized a General Avia-

tion Safety Day for ±300 general aviation pilots (single engine-piston aeroplanes, he-licopters, micro-lights, gliders, balloons…) on December 5th 2015 in close collabo-ration with the Belgian ANSP, the Aviation Safety Directorate (ASD) of the Ministry of Defence, the Royal Belgian Aero-club, EASA, the European General Aviation

Safety Team (EGAST) and the Belgian Air Accident Investigation Unit.

The General Aviation Safety Day was builtaround three main themes:- Human Factors;- Belgian Airspace;- Regulation and Safety Promotion.



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The theme “Human Factors” focused on the implementation of Regulation (EC) No 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation. A panel discussion was organized for de-bating the improvement of the occurrence reporting culture within the general aviation sector and for hearing the expectations of the general aviation sector on the occur-rence reporting system outcome. Other topics of the theme were the prevention of human errors, a risk assessment of aviation occurrences and the management of safety actions.

The theme “Belgian Airspace” focused on the prevention of airspace infringements caused by general aviation. The analysis of the reported incidents clearly indicated that the majority of infringements were com-mitted by general aviation VFR flights (see also OA9: Implementation of the National Action Plan for Airspace Infringement Risk Reduction). A panel discussion was orga-nized for discussing the benefits and disad-vantages of the BCAA approach for sending airspace infringement questionnaires to ge-neral aviation pilots. Also the results of the BCAA analysis derived from the received airspace infringement questionnaires were discussed. Another topic of the theme was the future structure and management of the Belgian airspace.

The last theme “Regulation and Safety Pro-motion” focused on the use of the EGAST Leaflets and the contribution of EGAST to the General Aviation Roadmap. Another to-pic of the theme was the application of fu-ture EASA regulations applicable to general aviation (General Aviation Roadmap).

All presentations and panel discussion re-sults of the General Aviation Safety Day are published on the website of the Federal Pu-blic Service of Mobility and Transport. Eve-ry general aviation pilot received an email related to the availability of the information on the website.

o The Belgian ANSP (Belgocontrol), EURO-CONTROL, the Aviation Safety Directo-rate (ASD) of the Ministry of Defence, the Royal Belgian Aero-Club and the BCAA developed a second information leaflet to raise awareness of the risks involved with Airspace Infringements and to provide cor-rect information in order to avoid airspace infringements in the Belgian airspace. This leaflet shall be distributed to all flight trai-ning organisations and aero-clubs, both in Belgium and the surrounding countries. (see also OA9: Implementation of the Na-tional Action Plan for Airspace Infringement Risk Reduction).

o The BCAA continues to support the use of the promotional material of the European Strategic Safety Initiatives (ESSI) and the Safety Management International Collabo-ration Group (SMICG). The BCAA website continuously informs the Belgian aviation industry of the availability of new promotio-nal material from ESSI and SMICG through a direct link.

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COMMERCIAL AVIATION

OA01: Establishing a Belgian Aviation Wildlife Hazard Committee and drafting a national action plan to prevent colli-sions with animals

a. Description

The presence of wildlife (birds and other animals) on and in the vicinity of an aerodrome poses a serious threat to aircraft operational safety. The majority of col-lisions occur at low altitudes, in the vicinity of an airport during take-off and landing. Annex 14-certified aero-drome operators are required to take the necessary ac-tions to identify, manage and mitigate the risk to aircraft operations posed by wildlife by adopting actions likely to minimise the risk of collisions between wildlife and aircraft, to as low as reasonably practicable.

The appropriate authorities are required to have in place procedures for the identification and control of wildlife hazards on and in the vicinity of an aerodrome, and to ensure that competent personnel evaluates the wildlife hazard on a continuing basis.


− Action OA01.1 (date: 2011): foundation of the Bel-gian Aviation Wildlife Hazard Committee (BAWi-HaC);

− Action OA01.2 (date: 2011): preparation of a na-tional action plan in order to reduce risks related to collisions with animals;

− Action OA01.3 (date: December 2013): organiza-tion of courses for Bird Control Unit (BCU) person-nel;

− Action OA01.4 (date: recurring yearly): exchange of experience about specific technical issues in the field of wildlife management;

− Action OA01.5 (date: December 2013): improve-ment of the reporting of wildlife occurrences;

− Action OA01.6: development of regulatory ac-tions;

o Action OA01.6.1 (date: December 2013): devel-opment of a Wildlife Management Manual;

o Action OA01.6.2 (date: December 2013): devel-opment of regional hunting legislation;

o Action OA01.6.3 (date: December 2014): devel-opment of regional land use regulations.

OPERATIONALACTIONS (OA)


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Expected Safety Benefit:− Minimize the risk of collisions between wildlife (birds) and aircraft, to as

low as reasonably practicable

Safety Performance Indicators:− Wildlife strikes at Belgian aerodromes

Safety Output Owner:− The BCAA Airspace, Airports and Supervision Directorate

Alignment with EASp:− Safety Action AER1.5

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Action OA01.1: CLOSED


Action OA01.3: CLOSEDAll airports had different levels of training and finding good courses for BCU personnel was not easy. Moreover, the existing courses were focus-ing too much on lethal methods and were giv-ing insufficient attention to, for example, habitat management. Within the framework of the BAWi-HaC and the collaboration between the Aviation Safety Directorate (ASD) and the BCAA, per-sonnel from all civil airports and employees of the BCAA were participating in a comprehensive in-depth course on Wildlife Hazard Management organised by ASD. In 2013 the Flemish modules werefinalized and the Walloon modules were fi-nalized in 2014. During oversight audits BCAA noticed that the organisation of this course had a direct and structural impact on the competence and motivation of the BCU personnel.

Action OA01.4: CLOSEDAirport authorities needed a discussion forum to exchange ideas about specific technical issues in the field of wildlife management. The aim of exchanging experience is clearly mentioned In the BAWiHaC Terms of Reference. Therefore regular meetings were organized to achieve this goal. Until now, specific topics were mentioned,

such as for example grass management (espe-cially the long grass policy). Committee meetings are held at different airports in order to combine them with a visit of the local BCU service. The BAWiHaC members invite from time to time oth-er aviation community players in order to widen their scope of experience. The discussions with-in the BAWiHaC resulted in a strong and open collaboration between different airports for BCU matters, a higher priority for wildlife issues on all levels of management and a greater respect for the daily work of the BCU teams.



– Action OA01.6.1: CLOSED Some European countries developed a wild-

life management manual. As a result of the establishment and the realisations of the BAWiHaC, the Belgian certified airports no longer experienced the need for a BCAA manual determining how to implement wildlife management. Additionally, it was determined that a lot of very detailed and useful interna-tional documents already existed related to wildlife hazard management on aerodromes. The project was redefined in order to create a document with best practices discussed at the BAWiHaC meetings. The Principles of Wildlife Management Manual has been final-ized by the BAWiHaC in 2014. The document

is now published on the BCAA website.

– Action OA01.6.2: CLOSED Restrictions in the regional legislations for

hunting can pose problems for effective wild-life management. The BCAA supported the pursuit for waivers in the (Flemish) hunting decree and the species resolution by Brus-sels Airport. “Agentschap Natuur en Bos” issued a specific license to Brussels Airport Company to take appropriate action to guar-antee the safety of aeroplane operations. Due to the different nature of their operations, an additional waiver was not deemed necessary at the other airports.

– Action OA01.6.3: CLOSED The BAWiHaC decided to have case by case

bilateral negotiations with the landowners when land-use outside the aerodrome perim-eter is a danger for aircraft operations. In that case, observation evidence shall be gathered in order to prove that a specific wildlife prob-lem at the airport is related to the land-use outside the aerodrome.

OPERATIONAL ACTIONs (OA)


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In this framework, the BAWiHaC has been ac-tively negotiating in 2013 and 2014 with the Bel-gian racing pigeon owners association KBDB /RFCB. A constructive collaboration has led to the relocation of several releasing places for pigeon races close to the airports in order to improve the situation.

Further general actions next to the case by case approach have been put on hold due to the fact that the airports didn’t identify any further land-use problems outside the aerodrome perimeter where it can be demonstrated that the wildlife problem at the airport is a clear consequence of the corresponding land-use.

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OA02: Resolving problems related to ground handling in partnership with the market sector

a. Description

The risk analysis of the reported occurrenc-es has demonstrated that problems related to ground handling are common. This represents a broad spectrum of occurrences, e.g. damage caused to aircraft by ground vehicles, near-col-lisions between aircraft and ground vehicles, in-correct loading or fuelling without the necessary authorizations etc.

The Belgian State does not currently have suffi-ciently detailed national regulations in place with respect to ground handling.


− Action OA02.1 (date: December 2012): in-vestigation of the handling companies in or-der to gather information on their organiza-tional structure, activities, equipment, training courses completed, etc.;

− Action OA02.2 (date: publication of a cir-cular - December 2013): approval of renewal and maintenance programs for centralized in-frastructure facilities;

− Action OA02.3:

o Action OA02.3.1 (date: July 2014): pub-lication of a Ministerial Decree on the es-tablishment of conditions for survey, main-tenance and periodic inspection of rolling equipment used for ground handling ser-vices;

o Action OA02.3.2 (date: July 2014): pub-lication of a Ministerial Decree on the ap-proval of the maintenance programme for rolling stock and essential stock, as well as conditions for roadworthiness testing of rolling stock at Brussels-National airport;

o Action OA02.3.3 (date: July 2014): pub-lication of a Ministerial Decree on the ap-proval of suppliers of groundhandling ser-vices at Brussels-National airport;

– New action OA02.4 (date: from publica-tion Ministerial Decree on “the approval of suppliers of groundhandling services at Brussels-National airport” to February 2016): approval of ground handling activities at Brussels-National airport for existing han-dling companies;

– New action OA02.5 (date: from publication of Ministerial Decree on “the approval of the maintenance programme for rolling stock and essential stock, as well as con-ditions for roadworthiness testing of roll-ing stock at Brussels-National airport” to August 2016): approval of maintenance pro-grams for the equipment used for ground han-dling activities at Brussels-National airport for existing handling companies.



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The implementation of these actions should result in lower risk levels as well as in a relative decline in the number of occurrences related to ground handling operations.

Expected Safety Benefit:− Increased internal supervision and auditing to monitor the handling

companies

Safety Performance Indicators:− Collisions on ground at Belgian aerodromes as a result of ground han-

dling operations

Safety Output Owner:− The BCAA Airspace, Airports and Supervision Directorate

Alignment with EASp:− Safety Actions AER4.6 (loading), 5.9 and 5.10





– Action OA02.3.1 and Action OA02.3.2: CLOSED The Ministerial Decree related to the maintenance programme approval

for rolling stock and essential stock, as well as conditions for the road-worthiness testing of rolling stock at Brussels-National Airport has been published in the Belgian Official Journal on December 22nd 2014. Prior to August 1st 2016, all ground handling service providers (providers for third parties as well as self-handlers) shall submit a maintenance pro-gramme for its rolling stock to obtain BCAA approval. The providers for third parties shall at the same time submit a maintenance programme for essential stock to also obtain BCAA approval.

– Action OA02.3.3: CLOSED The approval of ground handling service providers and self-handlers is

based on the requirements as listed in the Ministerial Decree of Decem-ber 22nd 2014. From February 1st 2016, any active ground handling service provider at Brussels-National airport (as a provider for third par-ties as well as self-handlers) shall be in possession of an approval is-sued by the BCAA.

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OA03: Investigation of unruly passenger incidents and prosecution of unruly passengers

a. Description

Security related acts such as those performed by unruly passengers can lead to accidents as defined by ICAO Annex 13, although some organi-zations do not consider these to be accidents. Regardless, these events have similar consequences in that they may result in serious injury or death to person(s) and/or substantial damage to the aircraft.

A certain number of occurrences are related to unruly passengers. Two-thirds of these cases represent occurrences related to smoking in the lav-atories of the aircraft, which is strictly prohibited due to being a fire hazard.


– Action OA03.1 (date: December 2011): awareness-raising of all air-ports and aircraft operators to report occurrences related to unruly passengers;

– Action OA03.2 (date: recurring yearly): systematically investigate the occurrences involving unruly passengers and prosecute any viola-tions administratively or through the courts.

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Expected Safety Benefit:– Improved investigation and prosecution of unruly passenger incidents

Safety Performance Indicators:− Unruly Passenger Occurrences

Safety Output Owner:– The BCAA Aviation Safety Inspectorate;– The BCAA Legal Affairs Unit.



Action OA3.2: CLOSEDThe BCAA has systematically assessed all occurrences involving unruly passengers. Actual offences were transferred to the relevant Crown Pros-ecutor. The BCAA considers OA3 as closed.



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OA04: Annual check of the reliabi-lity of flight controls for commer-cial aircraft

a. Description

The annual risk analyses have demonstrated that there have been technical problems relat-ed to flight controls. These analyses take into account the number of flights operated by Bel-gian aircraft operators, thereby creating a similar frame of reference.


– Action OA04.1 (recurring yearly): Perform a detailed annual analysis of all occurrences related to flight controls for commercial air-craft in Belgium and determine annual SPIs for identifying trends;

– Action OA04.2 (recurring yearly): Deter-mine items to be addressed and taking tar-geted actions where necessary (this includes analysing the reliability programmes of the Belgian aircraft operators).

Expected Safety Benefit:− Improvement of the flight controls reliability

Safety Performance Indicators:− Number of Flight Control Occurrences

Safety Output Owner:− The BCAA Technical Directorate

Alignment with EASp:− Safety Actions AER4.6 and 4.7


Actions OA04.1 and OA04.2: CLOSED

Comparing the actual number of flights, and tak-ing into account the repetitive failures, a general decreasing trend in the number of occurrences can be observed. Reliability meetings with the operators confirm this trend. The oldest aircraft types responsible for the majority of the occur-rences continue to be phased out. This further renewal of the Belgian registered fleet, as ob-served within several Belgian operators, should improve the reliability of the aircraft operated. The BCAA considers OA4 as closed.

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OA05: Targeting of aircraft with lasers

a. Description

The last five years have seen a rapid growth in the number of reports of Belgian aircraft being targeted by hand held lasers. Laser emitters contin-ue to pose a significant threat to aviation safety and security. The exposure of air crews to laser illumination may cause hazardous effects (distraction, glare, afterimage flash blindness…) which could adversely affect the ability of air crews to carry out their responsibilities and therefore requires ade-quate countermeasures to mitigate this threat.


− Action OA05.1 (date: end 2015): improve the cooperation between the ANSP, the Federal Police and BCAA by developing procedures to follow in the case of laser interference;

− Action OA05.2: (date: end 2013): complete the Aviation Law of 27 June 1937 (if necessary) to make the malicious use of lasers against aircraft and ATS personnel an offence.

Expected Safety Benefit:− Minimize the effects of laser attacks during the critical phases of flight

Safety Performance Indicators:− Number of laser occurrences

Safety Output Owner:– The BCAA Aviation Safety Inspectorate;– The BCAA Legal Affairs Unit.

Alignment with EASp:− Safety Actions AER4.6



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Actions OA05.1: ONGOINGThe Belgian Air Navigation Service Provider (ANSP) developed internal procedures for information to Air Traffic Controllers and Tower Supervisors on how to establish contact with the responsible police unit in case of laser illumination. These procedures have been published in the ANSP’s Local Unit Operations Manuals at the Belgian international airports. Those over-all coordination procedures assure transparent feedback and communica-tion between the Federal Police, the Belgian ANSP and the BCAA. Several perpetrators were caught red-handed after the application of these new procedures. The main difficulty remains to identify and catch the perpetra-tors red-handed.

Therefore the BCAA has organized a follow-up meeting with the Belgian ANSP, the Federal Police and the airport authorities in order to review and assess the current procedures in place at two Belgian international airports related to the targeting of aircraft with lasers and to share best practices. The BCAA shall organise similar meetings as well with the other Belgian international airports in the near future.

OA05.2: CLOSEDThe Belgian court successfully applies the current articles in the Aviation Law of 27 June 1937 and perpetrators are convicted. The completion of the Aviation Law to make the malicious use of laser against aircraft and ANS personnel a specific offence is therefore not necessary.

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Belgian Safety Plan 2010-2014 I 2014 UPDATE

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OA06: Implementation of the Euro-pean Action Plan for the Prevention of Runway Incursions

a. Description

The prevention of runway incursions is a key issue for airport safety. The European Action Plan for the Prevention of Runway Incursions (EAPPRI) is the result of the combined efforts of multiple organizations dealing with safety at air-ports. It contains recommendations to all airport stakeholders (including regulators, airport oper-ators, ATC, aircraft operators, etc.). The implementation of EAPPRI recommenda-tions will enhance runway safety. The develop-ment of mature and performant Local Runway Safety Teams (LRTs) is a key objective for the BCAA.


– Action OA06.1 (date: recurring yearly): ensure that LRSTs are dealing with runway safety and runway incursions based on local risks;

– Action OA06.2 (date: December 2014): pro-mote the recommendations from the EAPPRI to the airport stakeholders and verify the im-plementation by all stakeholders (including aircraft operators, Air Navigation Service Pro-

viders and airport operators);

– New Action OA06.3 (date: December 2015): implement harmonized Terms of Reference (ToR) for all LRSTs;

– New Action OA06.4 (date: December 2015): develop a maturity indicator for LRSTs;

– New Action OA06.5 (date: June 2015): es-tablish a common platform to share best prac-tices from LRSTs especially for runway incur-sions (see also SA03.3);

– New Action OA06.6 (date: December 2015): establish and update formal interfaces between the SMS’s of Belgocontrol and the Belgian international airports.

Expected Safety Benefit:− Enhanced runway safety

Safety Performance Indicators:– Runway Incursions by aircraft at Belgian ae-

rodromes;– Runway Incursions by vehicles at Belgian ae-

rodromes.



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Safety Output Owner:– The Belgian Air Accident Investigation Unit;– The BCAA Operations Directorate;– The BCAA Airspace, Airports and Supervision Directorate;– The BCAA Management System Unit.

Alignment with EASp:Safety Actions AER5.1, 5.2, 5.4 and 5.5

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Action OA06.2: CLOSEDThe BCAA organized on September 12th 2014 an EAPPRI Safety Group Meeting with a large participation of the Belgian aviation industry con-sisting of the major air operators, all Belgian in-ternational airports and the Air Navigation Ser-vice Provider (ANSP) Belgocontrol. The new actions OA06.3 till OA06.6 are resulting from the outcome of this EAPPRI meeting. The BCAA shall also continue to promote the application of EAPPRI recommendation COM 1.3.4 related to the use of aviation English for RWY operation.

The increase of the number of runway incur-sions in 2014 can be explained by the significant progress in reporting culture for this particular occurrence type. After analysis of the reported occurrences, two major issues were identified: one systemic aerodrome lay-out issue and one phraseology issue. The aerodrome related issue shall be structurally solved by mid-2015. The BCAA shall investigate, in cooperation with the ANSP and the Approved Training Organisations, how to adress the phraseology issue.



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OA07: Improvement of Flight Data Monitoring Programmes

a. Description

Many of the safety performance measures es-tablished to monitor safety issues at industry lev-el rely on data from flight data monitoring (FDM) programmes. FDM is the pro-active use of digi-tal flight data from routine operations to improve aviation safety and is mandatory for aeroplanes with a maximum certificated take-off mass (MC-TOM) in excess of 27.000 kg. FDM offers the ability to monitor and evaluate operational safety trends, identify hazards and risk precursors, and take appropriate remedial action (mitigation).

EASA and National Aviation Authorities (NAAs) have formed a group of experts called the Eu-ropean Authorities Coordination Group on FDM (EAFDM). EASA will foster actions by States to improve FDM programmes by the aircraft oper-ators and assist States to monitor the standard-isation of FDM events relevant to State Safety Programme top safety priorities. The BCAA is now an active member of the EAFDM.

The BCAA promotes the operational safety ben-efits of FDM and fosters an open dialogue on FDM programmes. The BCAA will encourage the Belgian aircraft operators to include and improve in their FDM programmes, EADFM /EASp and Belgian FDM events relevant for the prevention of Runway Excursions (RE), Mid-air Collisions (MAC), Loss of Control in Flight (LOC-I), Con-

trolled Flight Into Terrain (CFIT) ,…


– Action OA07.1 (date: April 2015): meet Bel-gian aircraft operators in order to establish a national FDM Coordination Group and to dis-cuss the expected benefits;

– Action OA07.2 (date: December 2015): agree on Terms of Reference for the national FDM Coordination Group.

Expected Safety Benefit:− Improve and promote FDM programmes with

the objective to bring safety benefits to opera-tors;

− Allow the BCAA to better achieve its national safety objectives and therefore to better ma-nage the Belgian Aviation Safety Programme (BASP);

− Sharing experience between aircraft opera-tors.

Safety Performance Indicators:– Number of Belgian aircraft operators with Bel-

gian and/or EAFDM indicators into their FDM programmes

Safety Output Owner:– The BCAA Operations Directorate

Alignment with EASp:Safety Action SYS3.11


New operational action due to the alignment with the European Aviation Safety Plan (EASp).

Operational Actions (OA)

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OA08: Raise awareness of Pro-longed Loss of Communication (PLOC) in Belgian Controlled Airs-pace

a. Description

Prolonged Loss of Communication (PLOC) is de-clared by an ATC centre when ATC has lost radio contact with an aircraft for a prolonged period of time (usually 15 minutes). Letters of agreement between the Belgian Defence Air Component, the Belgian ANSP (Belgocontrol) and Maastricht Upper Area Control (MUAC) contain procedures to inform the NATO Air Defence System and the Control and Reporting Centre Glons in Belgium of each PLOC. Eventually, when communica-tions cannot be re-established by other means (i.e. via the aircraft company), NATO decides to launch the 2 Quick Reaction Alert F16’s in order to establish visual contact with the concerned aircraft.

PLOCs are considered as a safety and security issue. It is potentially unsafe to cross or enter a new ATC sector without radio contact, certainly in one of Europe’s most dense airspace. Addition-ally it might be an indication of a potential hi-jack or a renegade incident. EUROCONTROL and NATO have jointly taken measures in an attempt to decrease the number of PLOCs. However, after an initial decreasing trend, the number of

PLOCs leading to an air defence interception is in augmentation since 2013. Air defence intercep-tions are very costly and have a non-negligible impact on the air traffic near the aircraft as well on the workload at the ATC centre. Every effort should be made to avoid this situation. Belgian Defence Air Component and BCAA have there-fore decided to launch a joint initiative, based on a German best practice, in a new attempt to re-duce the number of PLOCs. The idea is to raise the awareness of aircraft operators and its pilots on the impact of PLOC.


– Action OA08.1 (date: recurrent): every aircraft operator, from which an aircraft has been involved in a prolonged loss of commu-nication, shall be contacted and requested to forward the result of their safety investigation.

Expected Safety Benefit:− Reduction of the impact of air defence inter-

ceptions on the air traffic near the aircraft with PLOC

Safety Performance Indicators:– Number of PLOCs; – Air proximities due to PLOC (new);– Air defence interceptions (new);– Number of safety investigations forwarded by

aircraft operators.

Safety Output Owner– The BCAA Airports, Airspace and Supervision

Directorate;– The BCAA Safety Inspectorate;– The Belgian Air Defence Component.

Alignment with EASp:− Safety Action AER2.8



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b. Progress on Action

New operational action due to the results of the BCAA risk analysis 2014.

In 2014, a decrease in the number of PLOC oc-currences was observed. However the number of occasions where military fighters had to be scrambled due to the duration of the loss of com-munication, almost doubled. This illustrates the need for this Operational Action.

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GENERAL AVIATION

OA09: Implementation of a National Action Plan for Airspace Infringement Risk Reduction

a. Description

Airspace infringement (AI) is also referred to as an unauthorized penetra-tion of airspace and is generally defined as a flight into notified airspace without previously requesting and obtaining approval from the controlling authority of that airspace in accordance with international and national reg-ulations.

The analysis of the reported incidents clearly indicates that the majority of infringements are committed by General Aviation VFR flights. Since 2008 the overall number of reported incidents was almost constantly increasing. The upward trend is influenced by the increasing awareness of this type of risk and encouragement by all stakeholders of a correct reporting culture, both with pilots and Air Traffic Controllers.



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– Action OA09.1 (date: July 2013): establish a national action plan for airspace infringement risk reduction derived from the European Ac-tion Plan for Airspace Infringement Risk Re-duction;

– Action OA09.2 (date: December 2014): promote and verify the implementation of the national action plan for airspace infringement risk reduction;

– New action OA09.3 (date: recurring year-ly): support the initiative to simplify the com-plex structure of the Belgian airspace;

– New Action OA09.4 (date: December 2015): optimize the airspace infringement question-naire;

Expected Safety Benefit:− Reduced Risk of Collision

Safety Performance Indicators:– Belgian airspace infringements caused by

General Aviation VFR flights

Safety Output Owner:– The BCAA Licensing Directorate;– The Belgian Air Accident Investigation Unit;– The BCAA Airspace, Airports and Supervision

Directorate.

Alignment with EASp:− Safety Actions AER2.1, 2.8, 2.9 and GA1.5



Action OA09.2: ONGOINGThe BCAA continues with the promotion and im-plementation of the Belgian action plan for air-space infringement risk reduction (B/AIRP).

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The Belgian ANSP (Belgocontrol), EUROCON-TROL, the Aviation Safety Directorate (ASD) of the Ministry of Defence, the Royal Belgian Aer-oclub and the BCAA developed a second infor-mation leaflet to raise awareness of the risks involved with Airspace Infringements and to provide correct information in order to avoid air-space infringements in the Belgian airspace.This leaflet shall be distributed to all approved training organisations and aero-clubs, both in Belgium and the surrounding countries. It will be publicised by free distribution and publication on various websites.

The Air Accident Investigation Unit sends for each reported airspace infringement a standard questionnaire to the pilot to get more insight in the causes and nature of airspace infringements. An in-depth statistical analysis of the airspace in-fringement problem in Belgium was performed and its result has been published on the BCAA’s website. The analysis of the reported incidents and questionnaires filled out by the pilots in-volved, indicates that the complexity of the Bel-gian airspace, confusing aeronautical charts, in-sufficient flight preparation and the incorrect use of GPS or PAD applications are the main contrib-utory factors leading to airspace infringements.

The complexity of the Belgian Airspace has been identified as one of the key causal factors for airspace infringements. The BCAA has there-fore organised preparatory meetings with the

most important stakeholders (EUROCONTROL, the Belgian ANSP Belgocontrol, the Belgian Air Force, a delegation of airspace users,…) for dis-cussing an eventual simplification of the Belgian airspace.

Simplification of the Belgian Airspace is not the only option to reduce airspace infringements, but the development of a VFR-guide would also be an important asset for the reduction of airspace infringements. Airspace infringement was also a main topic at the General Aviation Safety Day of December 5th 2014 (see also SA03).



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OA10: Separation Minima Infringe-ments during parachute dropping activities

a. Description

Occurrences related to parachute dropping ac-tivities in areas with a high rate of commercial air traffic lead to an increased risk of collision. Para-chute dropping activities have a low level of ATC controllability because of their late conflict detec-tion and their low possibility for an ATC recovery.Parachute dropping activities often lacks stand-ardized working procedures. A standardized ra-diotelephony for these kind of activities is also missing, which can lead to ambiguous transmis-sions and to a misperception of auditory informa-tion. The ATC phraseology to indicate the start-ing and ending of each phase of the parachute dropping flight is not sufficiently detailed. This phraseology should be used at exact that mo-ment the aircraft ends a phase or wants to start the next phase of the flight.The complex structure of the Belgian airspace (leading to a complex sectorisation and to com-plex co-ordinations) and the very high frequency of commercial operations in some ATC zones, in combination with parachute dropping activities, contribute to an increase of the Air Traffic Con-troller workload.


– Action OA10.1 (date: September 2015): or-ganize a discussion platform between pilots, ATCO’s, supervisors and employees of BCAA related to parachute dropping activities;

– Action OA10.2 (date: September 2016): revise the working procedures and the ATC phraseology related to parachute dropping activities.

Expected Safety Benefit:Reduction of the number of occurrences related to separation minima infringement during para-chute dropping activities.

Safety Performance Indicators:– Number of occurrence related to separation

minima infringement during parachute drop-ping activities

Safety Output Owner:– The BCAA Operations Directorate;– The BCAA Airports, Airspace and Supervision

Directorate;– The Belgian ANS Service Providers.

Alignment with EASp:− Safety Actions AER2.8 and GA1.5


New operational action due to the results of the BCAA risk analysis 2014

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OA11: Operation of N-registered aircraft

a. Description

All aircraft registered in the United States of America have registration markings beginning with the letter N followed by a sequence of num-bers or letters. USAN-registered aircraft are involved in a percentage of accidents and serious incidents in Belgium.

The limited opportunity of the Federal Aviation Administration (FAA) to perform safety oversight inspections of American registered aircraft and license holders outside the USA creates a per-ception that both EU and Belgian operational and airworthiness safety requirements are be-ing ignored by the N-registered community. The Belgian CAA would like to consult with the FAA about the responsibilities related to the supervi-sion of N-registered aircraft and the assumption that the oversight of these aircraft outside the US would be best exercised by the BCAA in accord-ance with the prevailing rules.

A new EASA regulation on third pilot licensing will also have an impact on the automatic accept-ance of US licenses in Europe. When the regu-lation comes into effect in each EU State, pilots will need to be compliant with the EU pilot license requirements.

The BCAA will take the following actions:– Action OA11.1 (date: April 2015): meet the

FAA to discuss the responsibilities related to the supervision of N-registered aircraft

Expected Safety Benefit:− Fewer accidents or serious incidents due to

the operation of N registered aircraft

Safety Output Owner:– The BCAA Safety Inspectorate;– The BCAA Management System Unit;– The BCAA Strategic Unit.


New operational action due to the results of safe-ty recommendations resulting from aviation ac-cidents and incidents with N-registered aircraft.



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OA12: Safety issues related with formation flying

a. Description

Formation flying is the disciplined flight of two or more aircraft under the command of a flight lead-er. Historically, formation flight has been a part of military training, almost since the start of military aviation. Formation flying is used for discipline training, building trust in the other pilots, provid-ing mutual cover, etc.

In general aviation, formation flying is often ob-served for 2 reasons: taking photos of each oth-er’s aircraft and because it is more challenging than simply flying solo from point A to point B. Many aviation organizations possess photos of their aircraft in flight. Many of those photos how-ever, where taken by pilots that were not briefed and trained for performing formation flights. BCAA will therefore take the initiative to launch a safety information leaflet for general aviation related to formation flying as a result of several safety recommendations from aviation accidents. There is hardly any training material availa-ble and legal guidelines in Belgian, European, or international civil aviation legislation are not enough detailed. Formation flying training is also not recognized within European civil aviation as a specific discipline and there is no endorsement on pilot licenses as already exists for aerobat-

ics, towing, etc. BCAA will therefore plead for the integration of “Formation Flying” in EASA legis-lation. Ideally formation flying would become a separate rating, for which training criteria could be composed, to ensure that pilots will have the possibility to first perform a training course to ac-quire the skills for performing formation flights.


– Action OA12.1 (date: June 2015): develop a safety information leaflet for general aviation related to formation flying;

– Action OA12.2: request EASA for the integra-tion of “Formation Flying” in EASA legislation so formation flying would become a separate pilot rating.

Expected Safety Benefit:Fewer accidents or serious incidents due to for-mation flying

Safety Output Owner:– The BCAA Licensing Directorate;– The BCAA Management System Unit.

Alignment with EASp:− Safety Action GA1.5


New operational actions due to safety recom-mendations resulting from aviation accidents.

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OA13: Safety issues related with parachute dropping activities

a. Description

The number of accidents and serious incidents with parachute drop airplanes in Belgium in the past reflects not only the intensity of this activi-ty, but also the potential safety issue related with parachute dropping activities. These accidents are coming on top on those linked to the para-chute activity itself. The risks associated with the parachute activity itself are recognized inside the parachute clubs. Through procedures, training, re-training, supervision etc., these risks seems to

be adequately taken care of, while the associated flying activities are lacking equal safety aware-ness. Currently, the regulatory requirements for parachute dropping activities are those of aerial work. This means that these activities require an authorization per Chapter VII, Section 4 – art. 50 of Royal Decree of March 15th 1954.

Considering the volume of the activity and the potential danger to the occupants of the air-planes involved, BCAA will take the initiative to launch actions pertaining to the activity of para-chute droppings in order to increase the safety of this activity to an acceptable level.


– Action OA13.1 (date: April 2015): the appli-cation of the articles in European Regulation (EU) No 965/2012 related to parachute acti-vities will be brought forward. The mandato-ry application of the European Regulation for such activities was not until April 2017 at the latest, but the relevant articles will now take effect at April 2015;

– Action OA13.2 (date: April 2015): deve-lopment of an Operations Manual by the operators conducting parachute droppings following the requirements stated in the Eu-ropean Regulation (EU) No 965/2012 Part-ORO, Part-SPO of commercial operations with a complex motor-powered or a non-com-plex motor-powered aircraft and Part-NCO for non-commercial operations with a non-com-plex motor-powered aircraft;

– Action OA13.3 (date: April 2015): update BCAA guidelines related to parachute drop-pings to avoid overlapping responsibilities between the aircraft operators and the para-chuting clubs.



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Expected Safety Benefit:Fewer accidents or serious incidents due to par-achute dropping activities

Safety Output Owner:– The BCAA Operations Directorate

b. Progress on ActionsNew operational actions due to safety recom-mendations resulting from aviation accidents.

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EMERGING ACTIONS (EA)

EA01: Unmanned Aerial Systems /Re-motely Piloted Aircraft Systems

a. Description

The popularity and application of Unmanned Aerial Systems (UAS) and remotely piloted aircraft systems (RPAS) continues to grow. The use of UAS /RPAS represent an emerging risk to both commercial and general aviation. The BCAA needs therefore to provi-de clear guidance on the applicable regulations and best practice when using UAS /RPAS either for leisure or aerial work.

ICAO and EASA are addressing future Standards and Recommended Practices (SARPS) for the use of UAS/ RPAS. ICAO established a UAS study group in 2008 to recommend appropriate SARPS to be appli-cable worldwide. Some SARPs in the areas of Annex 7 - Aircraft Nationality and Registration Marks and Annex 2 - Rules of the Air became applicable in 2012 and ICAO will continue to develop further SARPS for all aspects of UAS/ RPAS operation.

EASA are also working on providing guidance in this area including certification of the aircraft and ground station, integration into controlled airspace, commu-nication requirements and remote pilot training. In Europe the Joint Authorities for Rulemaking of Un-manned Systems Group (JARUS) was established to recommend a single set of technical, safety and operational requirements in this area. The BCAA is following the developments in JARUS and contributed

to the drafting of the proposals by commenting the text during public consultation.

In 2012 the BCAA prepared a Royal Decree regulating the use of UAS/ RPAS in Belgian airspace for profes-sional purposes (aerial work and air transport). The purpose of this document is to set out the rules of the air, the rules for registration of UAS/ RPAS, the condi-tions for theoretical and practical training of remote pilots and the issuing of the remote pilot license after successful examination and the issuance of an UAS/ RPAS operator certificate approving operations in Belgian airspace.

Notwithstanding these actions, the BCAA continues to receive reports that UAS /RPAS have been ope-rated without the appropriate approvals in place and in inappropriate locations such as controlled airspace. In many cases the operators of the UAS/ RPAS are completely unaware of the legal requirements or of the safety risks they are imposing. The BCAA is conscious of the need to continuously advise the public of the hazards involved in flying these UAS /RPAS devices. The BCAA plans to issue guidance to the public highlighting the circumstances when permission is required to fly UAS/ RPAS devices.

EMERGING ACTIONS (EA)


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– Action EA01.1 (date: in the course of 2015): publish the Royal Decree regulating the use of UAS/ RPAS for professional aerial work and air transport in Belgian airspace;

– Action EA01.2 (date: recurring): partici-pate in the development of an appropriate regulatory framework to govern the opera-tion of UAS /RPAS through its collaboration in the Joint Authorities for Rulemaking of Unmanned Systems Group (JARUS) and through its contribution to the EASA rule-making process;

– Action EA01.3 (date: recurring): provide guidance to the public, to raise public awar-eness of the circumstances when permis-sion is required to fly UAS /RPAS devices.

Expected Safety Benefit:Fewer accidents, serious incidents or occur-rences as a result of conflict between a UAV /RPAS and another aircraft in Belgian airspace

Safety Output Owner:– The BCAA Airspace, Airports and Supervi-

sion Directorate;– The BCAA Technical Directorate;– The BCAA Operations Directorate;– The BCAA Licensing Directorate;– The BCAA Legal Affairs Unit.


New emerging actions due to safety risks from regulations that have not been fully deployed or from operators unaware of the legal requi-rements.

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The risk management performed by the Belgian State relates to any occurrences occurring on Belgian territo-ry and in Belgian airspace. In addition, occurrences oc-curring on foreign territory and foreign airspace involv-ing Belgian aircraft operators are also included. The various aspects of aviation are considered, including aircraft, companies operating in the aviation sector, air traffic control services, airports, ground equipment, etc.

Any occurrences reported are entered in the ECCAIRS database, which was created by the European Union in 2003 for the implementation of the European Direc-tives related to reporting aviation occurrences. The main safety risks can be deduced from the analysis of these occurrences, and the priorities to be set by the management in view of accident prevention can be de-termined.

The BCAA risk management system for aviation occur-rences is based on the Dynamic Integrated Risk Man-agement (DIRM) model. The BCAA risk management system is described in the Risk Management Proce-dures Manual. The BCAA Safety Committee addresses the aviation risks to be dealt with as a priority, selected by taking into account factors such as the level of risk-mitigation actions already in place.

APPENDIX 1: OUTLINE OF RISKS IN THE BELGIAN CIVIL AVIATION SECTOR

Appendix 1: Outline of risks in the Belgian civil aviation sector


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Event type Risk Level RRunway incursions 4,5ACAS/TCAS warning triggered 4,0Aircraft bird strikes 4,0Airspace infringements 4,0Deviations – flight level/altitude 4,0Reciprocating engine general 4,0Separation Minima Infringements 4,0Turbulence 4,0

Aircraft flight control 3,5Aircraft struck/damaged by vehicle 3,5Communication system 3,5Difficult / unruly passengers 3,5Flight preparation 3,5Ground handling services 3,5Interference by laser/beamer 3,5Landing gear 3,5Loss of separation between aircraft – both airborne 3,5Systems/crew mismatch 3,5Turbine - bird 3,5Unstabilized approaches 3,5Windshear 3,5

The table below shows the types of occurrences with the highest risk levels derived from the risk analysis of 2014.

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APPENDIX 2: SAFETY POLICY OF THE BELGIAN CIVIL AVIATION AUTHORITY

1. IntroductionThe Safety Policy of the Belgium Civil Aviation Authority (BCAA) is based on the Belgian Aviation Safety Pro-gramme that was approved by the President of the Fe-deral Public Service of Mobility and Transport, who is in charge of the BCAA.

2. ObjectivesThe BCAA strives for a continuous improvement of avia-tion safety and this for all domains of the civil aviation chain. The BCAA also promotes a sustainable aviation and supports an economic strengthening of the Belgian aviation sector.

3. MeasuresThe BCAA promotes, regulates and supervises the safety of civil aviation in Belgium. The BCAA is com-mitted to developing and implementing effective strate-gies, regulatory frameworks and processes to ensure that aviation activities under its oversight achieve the highest practicable level of safety.

To this end the BCAA will:

- Implement the respective safety standards and regulations of the International Civil Aviation Or-ganization (ICAO) and the European Union (EU).

- Integrate a safety culture into the dedicated activities in order to ensure that aviation safety is managed as effectively as possible.

- Encourage safety information collection, analysis and exchange amongst all relevant industry organi-zations, service providers and private stakeholders and associations, with the intent that such information is to be used for safety management purposes only.

- Monitor and measure the safety performance of the Belgian aviation system continuously through the Belgium State’s safety indicators.

- Identify safety trends within the aviation in-dustry and adopt a risk-based approach to address areas of greater safety concern or need.

- Support the introduction and opera-tion of Safety Management System (SMS) among the Belgian service providers.

- Collaborate with the aviation industry to address safety matters and continuously enhance aviation safety.

- Promote best safety practices and a posi-tive organization culture within the industry based on sound safety management principles.

- Ensure that the BCAA’s civil servants share a com-mon supervision philosophy and practices, have the proper skills and expertise to discharge their safety oversight and management responsibilities compe-tently. The BCAA will provide them with the appro-priate targeted training.

The approved document is available on following addresses:http://www.mobilit.belgium.be/nl/luchtvaart/veiligheid/beleid/http://www.mobilit.belgium.be/fr/transport_aerien/securite/politique/

Appendix 2: Safety Policy of the Belgian Civil Aviation Authority


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APPENDIX 3: ANS SAFETY PERFORMANCE

1. EU-wide Safety Performance Indica-tors

As required by European Regulations, the Belgian State and its National Air Navigation Service Provider (Belgocontrol) are subject to the monitoring and repor-ting of their yearly safety performance. As from 2015 and onward, the monitored safety key performance in-dicators (KPIs) will be subject to targets to be reached within the five following years. This will imply constant efforts to ensure a high level of safety performance in line with objectives of the Single European Sky.

The measurement of the safety performance is based on three KPIs applying to both State and service pro-viders: – KPI#1 is the Effectiveness of Safety Management

(EoSM). Through questionnaires, this KPI measures the

level of implementation of following management objectives:○ Safety policy and objectives;○ Safety risk management;○ Safety assurance;○ Safety promotion;○ Safety Culture.

– KPI#2 is the application of the severity classifica-tion.

Based on the use of the Risk Analysis Tool (RAT) methodology, this KPI allows a standardized me-thod to assess the severity of the following occur-rences:○ Separation Minima Infringements (SMI);○ Runway Incursions (RI);○ ATM-specific occurrences at all Air Traffic Control

Centers and at airports (ATM SO).

– KPI#3 is the Just Culture. Through questionnaires, this KPI measures the le-

vel of presence and corresponding level of absence of Just Culture. The Just Culture means a culture in which front line operators or others are not puni-shed for actions, omissions or decisions taken by them that are commensurate with their experience and training, but where gross negligence, willful violations and destructive acts are not tolerated.

The Belgian Safety Plan (BASp) provides an overview of the current situation. The BASp shall be updated an-nually to provide historical data and general actions to maintain or improve the Belgian safety performance.

Appendix 3: ANS Safety Performance

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2. Safety Performance 2013

a) KPI#1 – Effectiveness of Safety Management (EoSM)

The EoSM indicator has been measured by verified responses to ques-tionnaires at State/competent authority and service provision level, as pro-vided by the European Aviation Safety Agency (EASA). For each question the response indicated the level of implementation, characterizing the level of performance of the respective organization.

EFFECTIVENESS LEVELS AND EFFECTIVENESS SCORE When answering the questions, one of the following levels of implementa-tion had to be selected:– Level A which is defined as “Initiating”, meaning that processes are

usually ad hoc and chaotic; – Level B which is defined as “Planning/Initial Implementation”, means

that activities, processes and services are managed; – Level C which is defined as “Implementing” means that defined and

standard processes are used for managing; – Level D which is defined as “Managing & Measuring” means that

objectives are used to manage processes and that performance is measured; and

– Level E which is defined as “Continuous Improvement’ means conti-nuous improvement of processes and process performance.

Additional information can be found at:http://www.easa.europa.eu/document-library/agency-decisions/ed-deci-sion-2013032r

Based on the answers, the following scores have been derived:

KPI#1 – State:The average effectiveness scores achieved by the individual European States range from a minimum of 35 to 85. The Belgian CAA and BSA-ANS obtained an overall effectiveness score of 64,06%. A relative improvement of more than 2% as compared to the previous year that keeps Belgium within the top ten amongst the 30 States subject to the European perfor-mance scheme.

The following figure shows the 2013 EoSM scores for all Member States. (Source PRB)



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The score obtained by the Belgian State in 2012 (61,82%) was set as the baseline for the following years and an action plan linked with the FABEC performance plan aims at improving the effectiveness of our safety mana-gement. The current score shows that Belgium already reached the targets set at European level for 31 of the 36 study areas.

Some efforts remain to be done to:- Align some national regulations with the European regulatory

framework;- Manage more effectively the internal interfaces within the competent

authority;- Implement a Just Culture climate;- Develop and measure a safety culture.

For 25 out of 36 study areas, the Belgian State reached a score above the required target set for 2019.The highest possible scores were reached for:- The independence in civil aviation safety investigations;- The working relationship with Air Navigation Services Providers;- The dissemination of safety relevant information and safety lessons at

all levels.

Further improvements are expected for 2015.

KPI#1 – ANSP (Belgocontrol):The average effectiveness scores achieved by the individual European ANSPs range from a minimum of 56 to 90%. Belgocontrol obtained an overall effectiveness score of 72%. To comply with the regulatory verifica-tion process required for this indicator, they were subject to an audit perfor-med by the BSA-ANS which did not lead to any non-conformity.

The following figure shows 2012 EoSM scores for all ANSPs. (Source PRB)

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The score obtained by Belgocontrol in 2013 (72%) is the same as for 2012. Even if Belgo-control presented some significant improvement, the BSA-ANS made a thorough verification of all the answers provided and required a more conservative approach in some study areas. The verification methods of the ANSPs by their respective competent authorities are quite hete-rogeneous amongst the different countries but the verification process used by the BSA-ANS shall be considered as one of the most stringent.

In 2013, Belgocontrol reached the level C for 9 of the 26 management objectives, 12 are at level D and 5 at the highest level E. The targets as set by the European Regulation require a level D at least in all objectives by 2019. The current situation of Belgocontrol provides confidence to reach such objective.

No safety critical elements weaknesses were identified during the verification of the question-naires.

Some improvements are expected in:

- The measurement of the safety culture of Belgocontrol;

- The management of internal and external interfaces.

The highest possible scores were reached for:

- The Safety Management System documen-tation;

- Safety standards and procedure documenta-tion;

- Implication of the staff in the safety manage-ment;

- The risk management processes.

Further improvements are expected in 2015.

b) KPI#2 – Risk Analysis Tool (RAT)

The application of the severity classification based on the Risk Analysis Tool methodology is measured on the individual occurrence level as “yes/no” value of application of the RAT metho-dology for severity classifications of occurrences with category A (serious incidents), B (major inci-dents) or C (significant incidents) for all separa-tion minima infringements (SMIs), runway incur-sions (RIs) and ATM Specific Technical Events at ATS Centers and airports.

The RAT methodology allows a report of an “Ove-rall” score composed of the ATM ground and the ATM airborne part. The ATM ground being the extent to which ATM Ground’s actions contri-buted to the occurrence and the ATM airborne being the extent to which pilot’s actions contri-buted to the occurrence.

This indicator was expressed in terms of the percentage (%) of occurrences for which severity has been assessed using the RAT methodology.

More information can be found on:http://skybrary.aero/bookshelf/books/2193.pdf



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KPI 2 – State (RAT Overall score)As required the State should establish arran-gement to collect and report the overall score. In 2012, the BSA-ANS initiated a complete re-view of the AST process and has developed new processes in coordination with the BCAA Ma-nagement System Unit and the BCAA Aviation Safety Inspectorate to improve data quality. The Risk Analysis Tool Methodology has been imple-mented during 2013 and continued in 2014.

As compared to the 2012 figures, the percentage of use of the methodology shows very significant changes with a range of 0% in 2012 to 100% in 2013 providing evidences of all the efforts made to improve the data quality in the occurrences assessments.

KPI 2 – Belgocontrol (RAT Ground score)The implementation of the RAT (Risk Analysis Tool) in Belgocontrol continued to progress to reach 100% by the end of 2014 as defined in the FABEC Performance Plan. The tool is now fully implemented for the assessment of all required types of occurrences.The Annual Summary Template as verified by the BSA-ANS reported the following figures:

- For SMI, 45 occurrences have been reported from which 71% have been assessed by Belgocontrol using the RAT for their identified impact on the ATM ground provision;

- For RIs, 13 occurrences have been reported from which 100% have been assessed by Belgocontrol using the RAT for their identified impact on the ATM ground provision;

- For ATM Specific Technical Events, 107 occurrences have been reported from which 100% have been assessed by Belgocontrol using the RAT.

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The 2013 figures, as reported to the EU Commission are summarized in the following table:

The following figure shows the percentage of use of the RAT as from 2012.

The current implementation of the Risk Analysis Tool methodology reaches already the target as set for 2019 at European level for 2 out of the 3 types of occurrences. The continuous progress in the collaboration between the Air Navigation Services Provider, the BSA-ANS and the Air Accident Investi-gation Unit provides confidence in reaching the expected target for all types of occurrences not later than 2015.

Application of severity classification of the RAT2013

Reported Occurences

%RAT Assessment

Separation minima Ifringements ( SMI)

ATM Ground

4571%

ATM Overall 31%

Runway Incursions (RI)

ATM Ground

13100%

ATM Overall 100%

ATM SpecificTechnical Events

ATM Overall 107 100%

Application of severity classification of the RAT

2012 2013

Separation minima Ifringements ( SMI)

ATM Ground 58% 71%

ATM Overall 0% 31%

Runway Incursions (RI)

ATM Ground 38% 100%

ATM Overall 0% 100%

ATM SpecificTechnical Events

ATM Overall 100% 100%



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c) KPI#3 – Just Culture

The Just Culture KPI aims at measuring the level of presence and corres-ponding level of absence of Just Culture at State and at ANSP level. The metrics have been constructed to respond to the criteria of: clearly defined, auditable, verifiable, repeatable and indicative of the level of Just Culture being implemented. The just culture KPI consists of metrics in the areas of policy and its implementation, legal/judiciary and occurrence reporting and investigation.

The main aim of the indicator and of the questionnaires is to identify pos-sible obstacles and impediments to the application of the Just Culture (JC).

KPI#3 – Just Culture (State + ANSP)

The questionnaires identify several elements related to an effective just culture, each element in turn with a number of sub-elements. These sub-elements are binary, i.e. the answer can only be “yes” or “no”. The States and ANSPs may qualify the “no” answers in their respective com-pleted questionnaire by indicating the related obstacles.

A positive reply gives an indication of a just culture context while a negative reply indicates a potential deficit/obstacles in just culture implementation. However, it is not expected that all replies should be positive but the iden-tification of negative elements would give indication of possible areas of improvement and could be considered as incentives for improving the just culture in a particular State/organization.

Belgium State YES NOPolicy and its implementation 3 7Legal/Judiciary 3 5Occurence reporting and Investiga-tion

2 0

TOTAL 8 12

Belgium ANSP 2013 YES NOPolicy and its implementation 10 7Legal/Judiciary 2 1Occurence reporting and Investiga-tion

4 4

TOTAL 16 8

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As stated above, the counting of positive or ne-gative answers does not provide a clear iden-tification of the obstacles or deficiencies in the implementation of a Just Culture climate. Ne-vertheless, the BCAA the BSA-ANS and Bel-gocontrol shall establish a work plan to define a Just Culture policy and, prepare additional training and/or information sessions on the esta-blishment of such a culture. A common unders-tanding of the definition of the just culture by all concerned parties, including judicial authorities, is a prerequisite.

Just Culture is now addressed in the Perfor-mance Plan covering the years 2015 to 2019.

Additional information on all KPIs can be found at:http://www.eurocontrol.int/prudata/dashboard/pp_view_2013.html

d) FABEC Objectives.

For the implementation of the required safety performance and with the required development of FAB’s, the decision was taken to have a com-mon performance plan for the six states compo-sing the FAB Central Europe (FABEC):

- Belgium;- France;- Germany; - Luxembourg; - The Netherlands and;- Switzerland.

This performance plan requires a safety perfor-mance monitoring and reporting from States and ANSPs. The BSA-ANS is leading the FABEC Safety Performance Task Force that includes Safety Experts from all FABEC States and ana-lyzed and aggregated data from the 6 States and 7 ANSPs composing the FABEC. The first repor-ting on FABEC safety performance was done in June 2013.

For the first reference period, there were no EU-wide targets for safety, but in addition to regula-tory safety performance indicators, the FABEC Performance Plan set 5 objectives:

- A determined level shall be achieved at the end of 2014 based on the EoSM scores for both States and ANSPs;

- The Risk Analysis Tool shall be implemented by the end of 2014 in all FABEC ANSPs;

- The possibility of implementation of auto-mated reporting systems shall be evaluated and;

- Definitions and processes shall be harmo-nized by the end of 2014.

FABEC objective – EoSM States

Based on the FABEC ATM Safety Maturity Sur-vey scores from the six states, a baseline has been defined using the 2012 results, and an ob-jective has been set for the 2013-2014 period, on the level to be achieved at the end of RP1. In 2013, at least two study areas were improved by FABEC common processes and further har-monization will support further improvements.

FABEC objective – EoSM ANSPsBased on the FABEC ATM Safety Maturity Sur-vey scores from the seven ANSPs, a baseline has been defined using the 2012 results, and an objective has been set for the 2013-2014 period, on the level to be achieved at the end of RP1.The FABEC ANSPs are committed to reach a “Level C” in all study areas by the end of 2014. This objective is completed for Belgocontrol.



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FABEC objective – RAT ANSPsTo allow the harmonization of the reporting of severity assessment, FABEC ANSPs are com-mitted to implementing the RAT (Risk Analysis Tool) before the end of RP1. In 2012, this ob-jective shall be considered as on track as nearly all ANSPs are using the RAT, either on trial or effectively. Belgocontrol is now using the tool for all the re-quired occurrences.

FABEC objective – Automated Reporting SystemsThe FABEC ANSPs were requested to perform a Cost Benefit Analysis and an initial feasibility stu-dy for the implementation of automated reporting systems, at least for En-Route traffic. The added value of those automated systems was not clear-ly identified and further investigations might be required on an individual basis to determine the needs of such tools.

FABEC objective – HarmonizationThe improved collaboration between the FABEC states and ANSPs identified heterogeneous pro-cesses in safety management. The objective set in the performance plan was intended to harmo-nize sets of definitions, working processes and historical data prior to the end of RP1. The current situation shows that the new proce-dures and close cooperation between the States and the service providers drastically improved the situation. As well as regarding the data col-lection, the monitoring and the reporting of safety data, progress is continuous and best practices are shared and implemented when advisable. This objective shall be considered as achieved but this objective is subject to a continuous im-provement.

e) Conclusions

For the second time, safety performance was as-sessed on defined key performance indicators. The first reference period covering 2012 till 2014 should be considered as a test phase for the fol-lowing reference periods.

The current safety performance for both the Bel-gian State and Belgocontrol shall be considered as very good. Improvements are always possible and willingness is visible on both sides to works towards excellence.

Both the State and Belgocontrol will be ready for the second reference period that will cover 5 years (2015 – 2019). During this period, targets are defined at an EU-wide and national level and further performance improvements are expec-ted.

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a. Scope of the BCAA risk management

The BCAA is responsible for collecting and managing the aviation occurrences reported to the BCAA by the service providers, private stakeholders and associa-tions, with the intent that such information is to be used for safety management purposes only. Risk manage-ment relates both to aviation occurrences occurring on Belgian territory and those occurring in Belgian air-space. In addition, occurrences taking place on foreign territory and foreign airspace involving Belgian airlines are registered in the risk management system as well.

b. Procedures and processes

The BCAA has a number of processes and procedures in place designed to effectively apply the risk manage-ment process. These processes and procedures are approved by the Director-General and subsequently managed by the Management System Unit and the op-erational departments. The processes and procedures of the Air Accident Investigation Unit are approved by the Chairman of the Federal Public Service for Mobility and Transport in order to protect the independence of this unit.

APPENDIX 4: BCAA RISK MANAGEMENT PROCESS

Appendix 4: BCAA Risk Management Process


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c. Safety Committee

The Safety Committee consists of the Direc-tor-General, the directors of the operational de-partments, the safety manager, the risk manag-er, the safety coordinators and the Head of the Air Accident Investigation Unit.The Safety Committee, which convenes three times per year, is responsible for:

– discussing and selecting the aviation risks to be handled with priority;

– taking risk mitigation actions where neces-sary;

– assessing, approving, modifying and follow-ing-up these risk mitigation actions;

– validating and amending the Belgian Aviation Safety Plan (BASp).

d. Safety Manager

The Safety Manager is responsible for:

– coordinating the application of ICAO Annex 19 on safety management;

– coordinating the application of European Regulation (EU) No 376/2014 on the report-ing, analysis and follow-up of occurrences in civil aviation;

– drafting the BASp, including annual changes and updates;

– participating in monthly meetings related to the analysis and assessment of occurrences;

– organizing the meetings of the Safety Com-mittee.

e. Risk manager

The risk manager is responsible for:

– collecting data on, and managing, aviation oc-currences using the BCAA request collector and the ECCAIRS database;

– the designation of occurrences to the Safety Coordinators of the operational departments;

– checking the data quality of the reported oc-currences;

– providing access to the BCAA request collec-tor and the ICT database in collaboration with the ICT department;

– performing the risk analysis (i.e. preparing a list of risks to be handled with priority);

– participating in monthly meetings related to the analysis and assessment of occurrences;

– developing and monitoring the Belgian safety performance indicators (SPIs) in collaboration with the Safety Manager.

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f. Safety Coordinator

The Safety Coordinator is responsible for:

− designating occurrences to the assessor(s) of his department;

− following-up individual the occurrence as-sessments;

− participating in monthly meetings related to the analysis and assessment of occurrences;

− the identification of safety trends and eventual risk mitigating actions as input for the BASp in consultation with the Safety Manager;

− coordinating the feedback and follow-up of safety recommendations submitted by the Air Accident Investigation Unit.

g. BCAA Operational Departments

The operational departments are responsible for:

– performing regulatory and supervisory activi-ties;

– proposing, implementing and realising risk mitigation actions of the BASp in order to in-crease aviation safety;

– participating in monthly meetings related to the analysis and assessment of occurrences through their Safety Coordinators;

– investigating these occurrences if necessary.

Appendix 4: BCAA Risk Management Process


59

Process 3: periodic riskanalysis of occurrences

Process 1 (SPOC):

Data collection & storage in ECCAIRS

Prioritize Risk

Domains

Risk Mitigation

Actions

Evaluation

Process 2: monthly BCAA

Safety Coordinators meetingsfor the assessment of occurrences

Occurence reports

from the aviation sector

BCAA SafetyCommitee

Aviation Sector&

BCAA Directorates

Process 4: draw-up and realize

the Belgian Aviation Safety Plan (BASp)Ac

tion

clos

ed

Action co

ntinues

Belgian CAA Risk Management Process

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Belgian Civil Aviation Authority - Hedquarters

City AtriumVooruitgangstraat / Rue du Progrès 561030 Brussel / Bruxelles

Tel: 32-(0)2-277.43.11Fax: 32-(0)2-27742.59E-mail: [email protected]: www.mobilit.belgium.be

Useful Links

Federal Public Service Mobility and Transport : www.mobilit.belgium.beICAO: www.icao.intEASA: www.easa.eu

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