SMS/ATMintroduction

An identified weakness is the way that An identified weakness is the way that different States have applied safety different States have applied safety

standardsstandards

ICAO mandate for the use of SMS to ICAO mandate for the use of SMS to standardize the approach to safety.standardize the approach to safety.

SMS/ATMintroduction

• Management tool.Management tool.•Positive safety culture.Positive safety culture.

•Ownership of SMS must be seen to be Ownership of SMS must be seen to be inclusive of all staff.inclusive of all staff.

•Operational staff must be involved from the Operational staff must be involved from the outset.outset.

SMS/ATMintroduction

•Interrelationships with other system Interrelationships with other system elements.elements.

• Everybody working in aviation should have Everybody working in aviation should have a basic knowledge of SMS.a basic knowledge of SMS.

•Target Level of Safety, Risk Management, Target Level of Safety, Risk Management, Functional Hazard Analysis and Mitigation Functional Hazard Analysis and Mitigation

should be familiar ones.should be familiar ones.

SMS/ATMintroduction

•Non- punitive comprehensive reporting Non- punitive comprehensive reporting system(s)system(s)

NOSSNOSS

SMS/ATMdiscussion

STATE ANSP’sSTATE ANSP’sPRESSURES PRESSURES

==SAFETY CONFLICTSAFETY CONFLICT

NON-STATE ANSP’sNON-STATE ANSP’sPRESSURES PRESSURES

==+SAFETY CONFLICT+SAFETY CONFLICT

States must retain responsibility for ensuring States must retain responsibility for ensuring that levels of safety achieved by the ATM that levels of safety achieved by the ATM

service-provider are acceptable.service-provider are acceptable.

Reduction ofReduction ofSAFETY LEVELSSAFETY LEVELS

SMS/ATMdiscussion

ANSPANSP SAFETY REGULATORSAFETY REGULATOR

Requirement for safety regulators to be Requirement for safety regulators to be competent and experienced in the provision competent and experienced in the provision

of ATM services.of ATM services.

SAFETY OBJECTIVESSAFETY OBJECTIVES

SMS/ATMdiscussion

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SMS/ATMdiscussion

•Controller workload and use of Controller Controller workload and use of Controller support tools must be examined carefully.support tools must be examined carefully.

• Mitigation should be subject to the Mitigation should be subject to the hazard identification and risk hazard identification and risk

management process and take into management process and take into account all that includes the controller as account all that includes the controller as

mitigator.mitigator.

SMS/ATMdiscussion

•The introduction of capacity enhancements The introduction of capacity enhancements controller support tools.controller support tools.

•Every change to an existing system or Every change to an existing system or introduction of a new system should be introduction of a new system should be accompanied by a documented safety accompanied by a documented safety

assessment.assessment.

SMS/ATMDiscussion

The safety regulator has a pivotal role to The safety regulator has a pivotal role to play in auditing service provider’s safety play in auditing service provider’s safety

cases cases

It is incumbent upon the service provider to It is incumbent upon the service provider to assure the regulator that it meets both assure the regulator that it meets both

national safety requirements and his own national safety requirements and his own requirements as derived from the SMS.requirements as derived from the SMS.

IFATCA believes:IFATCA believes:

Introduction & Training Policy

a. IFATCA supports the introduction of Safety Management Systems (SMS) for the purpose

of ensuring a systematic approach

to the reduction of risk within the ATM

system.

Introduction & Training Policy

b. ATM providers should be encouraged from the outset to utilise

the available operational expertise

already existing within their

organisations when developing SMS.

Introduction & Training Policy

c. ATM providers should make available

training in safety related subjects such

as hazard analysis and risk assesment

for selected operational personnel to maximise the

effectiveness of the SMS processes.

Normal Operations Safety Survey (NOSS)

What is NOSS?•Normal Operations Safety Survey (NOSS) is a tool for the collection of safety data during

normal ATC ops.•This tool is developed by ICAO and is the

ATC equivalent of the Line Operations Safety Audit (LOSA) that is used in airline

ops.•Both tools are based on the TEM

framework as developed by the University of Texas.

Normal Operations Safety Survey (NOSS)

Where the aviation industry has built up an enviable safety record by learning lessons

from the things that went wrong (i.e. incident & accident investigations), NOSS &

LOSA explore the option to learn additional lessons from things that went well (i.e.

operations that havent resulted in an incident or an accident, in other words the

majority of operations)

Normal Operations Safety Survey (NOSS)

•In both NOSS and LOSA trained observers record specific items from the context in

which ATC or flight ops take place.•This by the way is wher NOSS and LOSA

differ significantly from proficency checks:NOSS & LOSA look at the context, whereas in proficiency checks the

focus is on individual persons.

Normal Operations Safety Survey (NOSS)

NOSS SG 2004"That ICAO initiate studies on the development of

guidance material for the monitoring of safety during normal air traffic service operations, taking

into account, but not limited to, the line operations safety audit (LOSA) programmes which have been

implemented by a number of airlines.“

The task of the NOSS SG is to support the ICAO Secretariat in developing the ICAO NOSS Manual

Normal Operations Safety Survey (NOSS)

Normal Operations Safety Survey (NOSS)

2005 Completed ICAO Circular on TEM in ATCAvailable at (www.icao.int/anb/humanfactors)

May/Jun 05 1st ever NOSS trials AUS / NZLJan 06 NOSS trials YVR

Normal Operations Safety Survey (NOSS)

I.E. AUSTRALIAFirst Trial – Brisbane

A total of 52 observations were conducted over 2 weeks. All observations were conducted on Radar en – route and arrival sectors, totaling 14 sectors

along the Australian East Coast. In total there were 5 observers; each observation lasted

between 1 and 1 ½ hours and was done by a single observer

Normal Operations Safety Survey (NOSS)

a. Monitoring Safety in Normal Operations must be seen as an

integral element of a Safety Management

System.

Normal Operations Safety Survey (NOSS)

b. A Safety tool such as NOSS, shall meet the following conditions:

• De-identified, De-identified, confidential, and confidential, and non-disciplinary data non-disciplinary data collectioncollection

• Adequate feedback Adequate feedback of the results to the of the results to the controllercontroller

• Joint Joint management/controller management/controller sponsorshipsponsorship

• Voluntary paticipationVoluntary paticipation• Trained observersTrained observers• Set targets of safety Set targets of safety

enhancementsenhancements

THE END