BELGIAN CIVIL AVIATION AUTHORITY

Transcription

1 BELGIAN CIVIL AVIATION AUTHORITY Safety Plan Update 2016 Federal Public Service Mobility and Transport Belgian Civil Aviation Authority

2

3 Belgian Plan for Aviation Safety

4 Contents Executive Summary Introduction Content and structure of the Belgian Plan for Aviation Safety Belgian Plan for Aviation Safety - Information Link to the European Plan for Aviation Safety Systemic Actions (SA) SA01: Further implementation of the Belgian Aviation Safety Programme SA02: Safety training and safety promotion SA03: Set up a dialogue with the Belgian aircraft operators on Flight Data Monitoring programmes Emerging actions (EA) EA01: Unmanned Aerial Systems /Remotely Piloted Aircraft Systems Appendix A: ANS safety performance Appendix B: Acronyms and definitions Appendix C: BCAA risk management process Appendix D: BPAS August 2016 status report Operational Actions (OA) Outline of risks in the Belgian civil aviation sector Commercial Aviation OA01: Ground safety OA02: Targeting of aircraft with lasers OA03: Runway incursions OA04: Separation minima infringements during parachuting operations OA05: Unruly passengers OA06: Dangerous goods OA07: Bird strikes General Aviation OA08: Airspace infringements OA09: Safety issues related to formation flying OA10: Safety issues related to parachuting operations 4

5 Executive Summary Potential threats to aviation safety come in many different forms - specific technical issues, operational and natural events, human errors; the possible standards of aviation safety. In addition, systemic risks (e.g. regulatory/policy issues) that underlie the operational performance of the civil aviation system are addressed. list is long and diverse. By quantifying the relative importance of potential threats, we should be able to create a systematic, effective and proportionate series of actions that will help us to deal with the highest safety risks. The Belgian Plan for Aviation Safety (BPAS) contains safety initiatives to address these key safety risks in aviation. The safety operational risks are identified based on analysis of safety outcomes (i.e. accidents and incidents) at both national and global level. Aviation is a global business and lessons learned from across the globe may be equally applicable in Belgium, so the BPAS is also affected by key safety issues identified by ICAO, the European Aviation Safety Agency (EASA), and even other States national safety plans. The BPAS is consistent with what the Agency is doing at a regional level. We are fully committed to work in partnership with EASA to ensure Europe maintains the highest In 2016, the focus will be on the development of a Just Culture climate and on the implementation of Regulation (EU) 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation. This will contribute to a continuous improvement of safety information collection and management, allowing continuous identification of potential critical areas to be addressed at both State and Service Providers levels. 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 better known by the public as drones - continue to grow. The use of UAS/RPAS remains an emerging risk to both commercial and general aviation. 5

6 Each action area includes the identification of safety issues as well as the objectives to be achieved. During the period of this plan, the progress on the actions are monitored and evaluated. This feedback loop ensures effective implementation aiming at continuous improvement. The coordinated actions proposed in this edition of BPAS are expected to make a difference in avoiding accidents and serious incidents, which is the ultimate goal that links the activities together. Signature numérique de Nathalie Dejace (Authentication) DN : c=be, cn=nathalie Dejace (Authentication), sn=dejace, givenname=nathalie Jeannine, serialnumber= Date : :28:55 +01'00' Nathalie Dejace, The BCAA Director General a.i. 6

7 Introduction Content and structure of the Belgian Plan for Aviation Safety The BPAS contains three categories of safety issues: systemic, operational and emerging. BPAS therefore contains three main chapters, each one addressing the main safety areas and risk mitigating actions: The Belgian Plan for Aviation Safety (BPAS) is the documented output of an evidence based, pro-active approach to safety risks. At the heart of the BPAS is the concept of safety risk management. The improvement of safety is achieved by implementing actions that will best mitigate Systemic Issues Operational Issues Emerging Issues these risks. The safety actions are therefore divided into 3 different types: This edition of BPAS covers the five-year period between 2016 and Systemic Actions (SA) Operational Actions (OA) Emerging Actions (EA) Safety priorities identified in BPAS are addressed by specific actions through national rulemaking activities, through oversight activities performed by the Belgian Civil Aviation Authority (BCAA) or through specific safety promotion activities. Unfinished actions of the previous plan are also included in the 2016 update. 7

8 These safety actions are realised through rulemaking and safety promotion activities, or through focused oversight. The BPAS is complemented by an Appendix D containing a status report on the progress made until August The following information is provided for each action item: The following information is provided for each safety issue in the BPAS: A summary of the work done Description - Why has the issue been identified as an The action owner important safety issue? The assessment whether the action is progressing according Objectives - The expected safety benefits to the BPAS Safety Performance indicators How is the improvement The identification of the status of the key deliverables. An monitored? action is considered closed when the proposed deliverable The safety actions is achieved The action owner(s) The alignment with the European Plan for Aviation Safety (EPAS) The target date This edition of the BPAS applies to commercial air transport (CAT) operations, aerial work (AW) operations and general aviation (GA) operations helicopters. Safety actions derived from safety recommendations by the Belgian Air Accident Investigation Unit are also included in the BPAS. 8

9 Belgian Plan for Aviation Safety - information Belgian Aviation Safety Programme (BASP) need to be considered. The EASP describes among other things the process to develop and The BPAS is annually assessed and available on: update the European Plan for Aviation Safety (EPAS). The safety risks identified in the EPAS are mitigated by safety actions that EASA, the belgisch_veiligheidsprogramma/veiligheidsplan European Commission, the aviation sector and EASA Member States take on board. All the partners work together, streamline their activities and add their efforts to drive the accident rate further down. programme_belge_de_securite/plan_de_securite Link to the European Plan for Aviation Safety The implementation of the BASP has resulted in the development of the BPAS. BPAS forms a part of the Belgium aviation safety policy and seeks to eliminate potential sources of safety problems through safety promotion activities and through the optimization of regulatory and supervisory activities. The BPAS is approved by the BCAA Director General and is annually assessed and published. Through the BPAS, the BCAA aims to contribute to the realisation of the EPAS. The alignment between the EPAS and the BPAS is shown for the relevant safety actions. 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 9

10 Systemic Actions This area addresses system-wide problems that affect aviation as a whole. In most scenarios, these problems become evident by triggering factors and play a significant role in the final outcome of a safety event. They often relate to deficiencies in organisational processes and procedures. SA01: Further implementation of the Belgian Aviation Safety Programme management requirements set forth in ICAO Annex 19. Included in the BASP is the requirement for implementation of Safety Management Systems (SMS) by the service providers. The transition to a State Safety Programme requires increased collaboration across operational domains to identify hazards and risks. The analysis of various forms of safety data (safety occurrence reports etc.) is needed to develop effective mitigation actions. This requires that service providers and the BCAA have to work closely together on safety risk management. Description The Belgian State shall further implement the Belgian Aviation Safety Programme (BASP) in compliance with the ICAO Global Aviation Safety Plan (GASP) and the EASP. The BASP describes the various regulations and activities for maintaining and improving aviation safety and ensures Collaborative efforts between service providers and the BCAA are also essential to the development of safety performance indicators (SPI s). Safety data should be analysed to support the development and maintenance of SPI s related to the risks of the Belgian aviation system. (see also Appendix A: ANS Safety Performance) that Belgium operates in compliance with EU regulations and the safety 10

11 The BCAA is an active member of the Network of Analysts (NoA). This Objectives voluntary partnership between EASA and other aviation organizations aims to enhance aviation safety in Europe by providing a framework for the collaboration 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 Work with international organisations and service providers to implement safety management Improvement of the Belgian safety performance to enable proportionate and timely corrective actions to be taken of the decision makers. The NoA shall establish appropriate indicators, Safety Performance Indicator elaborate a common European risk classification scheme and establish analysis methodologies that will facilitate the sharing of information. The BCAA conducted a gap analysis in 2016 to determine the remaining gaps and actions for the further implementation of the BASP. This analysis was conducted by means of the ICAO Gap Analysis Tool on is- TARS. This chapter has been reviewed in accordance with the outcome of the latest analysis. Timely implementation of actions and gaps as identified through the ICAO Annex 19 State Safety Programme gap analysis 11

12 Actions Action Number Action title & objective Owner Alignment EPAS Date SA01.01 Alignment of BCAA s processes and procedures with Regulation (EC) 376/2014 BCAA/S-MAS MST.001 End 2017 Objective: To optimize BCAA s safety risk processes and procedures with Regulation (EC) 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation. SA01.02 Drafting of a circular following the publication of Regulation (EC) No 376/2014 BCAA/S-MAS MST.001 Begin 2016 Objective: To clarify the application of the new regulation to the service providers and the general aviation sector. SA01.03 Optimize and harmonize BCAA s methodology for risk based oversight BCAA/S-MAS MST.001 End 2016 Objective: To prioritize audits and surveys towards the areas of greater safety concern. SA01.04 Development and maintenance of national SPI s BCAA/S-MAS MST.001 Continuous Objective: To establish and maintain national SPI s for all key aviation safety issues. SA01.05 Development of an Annual Safety Review (ASR) BCAA/S-MAS MST.001 June 2017 Objective: To inform the public of the level of safety in civil aviation. SA01.06 Development of a process to assess acceptable and unacceptable behaviour within the framework of Just Culture BCAA MST.001 Begin 2016 Objective: To describe the process for determining the acceptability or non-acceptability of the behaviours of persons involved in safety occurrence reports. 12

13 SA02: Safety training and safety promotion an indication of the BCAA s management commitment to an effective SSP. Description Safety promotion is identified as one of the four components of a State Safety Program (SSP). Safety promotion is therefore a major component of the BASP and together with the BCAA s Safety Policy an important enabler for continuous safety improvement, which is achieved mainly through safety risk management and safety assurance. The BCAA has also developed formal means for safety communication. Safety communication is an important enabler for improved safety performance and reduces the chances of accident and incident recurrence. The BCAA s safety communication takes various forms. The means of safety communication include, but are not limited to: Safety Promotion has two elements, notably: BCAA s Aviation Safety Information Leaflets (ASIL) Training/education Seminars and workshops Safety communication The Belgian Aviation Safety Management Group Platform (BASMG) The BCAA maintains a safety training program that ensures that all personnel is trained and competent to perform their BASP duties. Training programs are adapted to fit the needs and complexity of the BCAA s The website of the Federal Public Service of Mobility and Transport organization. The scope of the safety training is appropriate to each technical functions involvement in the BASP. The provision of appropriate training to all staff, regardless of their level in the organization, is The BCAA organizes or participates in safety seminars and workshops in collaboration with the commercial and general aviation sector, the Air Accident Investigation Unit, the Ministry of Defence, the European 13

14 Aviation Safety Agency (EASA) and the teams of the European Strategic Actions Safety Initiative (ESSI). Action Number Action title & objective Owner Alignment EPAS Date Extensive guidance material has been developed by teams of the European Strategic Safety Initiative (ESSI) and the Safety Management International Collaboration Group (SMICG) which addresses SMS principles and implementation. Objectives SA02.01 Encourage the implementation of safety promotion material developed by ESSI and SMICG teams BCAA/S-MAS MST.002 Continuous Objective: To encourage the implementation of the methods, guidance, best practices, etc. presented in the safety promotion material developed by the ESSI teams (ECAST, EHEST and EGAST) and the SMICG to the service providers and the general aviation sector. Employees of the BCAA and the Air Accident Investigation Unit are trained and competent to perform their SSP duties SA02.02 Promote the benefits of safety management systems to senior managers BCAA/S-MAS MST.002 Begin 2017 Safety information is communicated and disseminated to the aviation sector. Objective: To promote the benefits of safety management systems to senior managers by means of the SMICG documents The Senior Manager s Role in SMS and 10 things you should know about safety management systems (SMS). Safety Performance Indicator Percentage of relevant BCAA employees appropriately trained against their training requirements SA02.03 Organize or participate in safety seminars and workshops BCAA & AAIU(Be) MST.002 Continuous Objective: To organize or participate in safety seminars and workshops to discuss the most important safety risks applicable to the general aviation sector. 14

15 SA03: Set up a dialogue with the Belgian aircraft operators on Flight Data Monitoring programmes The BCAA is an active member of the EAFDM. The BCAA shall promote the operational safety benefits of FDM and Description Many of the safety performance measures established to monitor safety issues at industry level rely on data from Flight Data Monitoring (FDM) programmes. FDM is the pro-active use of digital flight data from routine operations to improve aviation safety and is mandatory for aeroplanes shall foster an open dialogue on FDM programmes. The BCAA shall also encourage aircraft operators to include in their FDM programmes, EADFM, EPAS and Belgian FDM events relevant for the prevention of Runway Excursions (RE), Mid-air Collisions (MAC), Loss of Control in Flight (LOC-I), Controlled Flight Into Terrain (CFIT), with a Maximum Certificated Take-Off Mass (MCTOM) in excess of kg. FDM offers the ability to monitor and evaluate operational Objectives safety trends, identify hazards and risk precursors, and take appropriate remedial action. EASA and National Aviation Authorities (NAA s) have formed a group Improve and promote FDM programmes with the objective to bring safety benefits to operators Allow the BCAA to better achieve its national safety objectives and therefore to better manage the BASP of experts called the European Authorities coordination group on FDM Sharing experience between aircraft operators. (EAFDM). EASA will foster actions by States to improve FDM programmes by the aircraft operators and assist States to monitor the standardization of FDM events relevant to State Safety Programme top safety priorities. 15

16 Safety Performance Indicator Number of Belgian aircraft operators with Belgian and/or EAFDM indicators into their FDM programmes Actions Action Number Action title & objective Owner Alignment EPAS Date SA03.01 Discuss the expected benefits of FDM with Belgian aircraft operators BCAA/OPS MST.003 Continuous Objective: Meet Belgian aircraft operators in order to establish a national FDM Forum and to discuss the expected benefits of FDM. The national FDM Forum shall agree on a Terms of Reference and a confidentiality agreement. 16

17 Operational Actions Outline of risks in the Belgian civil aviation sector The risk management performed by the Belgian State relates to any occurrence occurring on Belgian territory and in Belgian airspace. In addition, occurrences occurring on foreign territory and foreign airspace involving 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 handling services, etc. Aviation occurrences reported are entered in the ECCAIRS database. The main safety risks can be deduced from the analysis of these occurrences, and the operational actions to be set by the management in view of accident prevention can be determined. These actions concern both general and commercial aviation. 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. 17

18 The table below shows the types of occurrences that are considered posing the highest risk derived from the 2016 update. Commercial Air Transport Ground handling related events Runway incursions Separation minima infringements Birds strikes Aircraft encountered turbulence / windshear Interference by laser Difficult / Unruly passengers General Aviation Airspace Infrigements Parachute dropping activities 18

19 COMMERCIAL AVIATION This section addresses all types of CAT operations. Through analysing the accident(s), serious incidents and other incident categories in the national occurrence database ECCAIRS, the following safety risk areas for CAT operations have been identified. OA01: Ground safety and Parking) are common. These reports comprise a broad spectrum of occurrences, e.g. damage caused to aircraft by ground vehicles, incorrect weight and balance calculations, incorrect loading or fuelling of aircraft etc. This risk area leads to significant damage to aircraft and equipment, highlighting the need for greater safety efforts in ground operations. De-icing and anti-icing flaws, inadequate de-icing procedures, incorrect loading and weight calculation can also lead to loss of Description control in flight (LOC-I) which is a main topic in the EPAS. Ground safety includes both ground handling and ground collisions. According to the EPAS, ground occurrences are the fourth most frequent risk area for fatal accidents. This risk area also leads to significant damage to aircraft and equipment, highlighting the need for greater safety efforts in ground operations. The analysis of the reported occurrences has demonstrated that problems related to ground handling RAMP (Region of Aircraft Movement Following occurrences are classified as ground handing incidents and are included in this operational action: aircraft marshalling, aircraft parking, de-icing, line maintenance, servicing (catering, fueling, fluids, other), loading (baggage, cargo, cargo shifted, incorrect loading, overweight take-off, incorrect center of gravity, incorrect fuel balance), as well as collision of towed aircraft with object/obstacles and collision 19

20 aircraft-vehicle while the aircraft is standing still or being pushed-back or towed. The Belgian State didn t have sufficiently detailed national regulations Objectives Increased internal supervision and auditing to monitor the ground handling companies in place with respect to ground handling. The BCAA has therefore published regulations on the approval of suppliers of ground handling services at Brussels-National airport. Part of the regulation is the introduction of safety management systems (SMS) at the suppliers of ground handling services. An SMS involves Safety Performance Indicators Number of collisions on ground at Belgian aerodromes as a result of ground handling operations in proportion to the number of movements (SPI-POR-03) a systematic approach that includes the administrative structures, accountability, safety policy and procedures required for safety management. Suppliers of ground handling services shall use their SMS to identify safety threats, ensure corrective action to maintain appropriate levels of safety, carry out continuous monitoring and regular assessment of safety levels, and strive for continuous improvement of the safety management system. The implementation of following actions should result in lower risk levels as well as in a relative decline in the number of occurrences related to ground handling RAMP operations. 20

21 Actions Action Number Action title & objective Owner Alignment EPAS Date OA01.01 Approval of ground handling activities at Brussels-National airport for existing ground handling companies BCAA/AAS MST.004 MST.018 FEB 2016 Objective: Timely approval of ground handling activities for existing handling companies at Brussels-National airport in accordance with the relevant Ministerial Decree. OA01.02 Approval of the maintenance program at companies using rolling stock and essential stock, as well as the approval of the conditions for roadworthiness testing of rolling stock at Brussels-National airport BCAA/AAS MST.004 MST.018 End 2016 Objective: Timely approval of maintenance program at companies using rolling stock and essential stock, as well as the approval of the conditions for roadworthiness testing of rolling stock at Brussels-National airport in accordance with the relevant Ministerial Decree. OA01.03 Develop safety awareness animations for ground safety Brussels Airport Company MST.018 Continuous Objective: Improve the safety awareness at Brussels Airport by developing safety promotion material OA01.04 Continuous oversight of ground handling activities at Brussels-National airport for ground handling companies BCAA/AAS MST.018 Continuous Objective: Improve aviation safety by organizing a continuous oversight of ground handling activities at Brussels-National airport for ground handling companies in accordance with the relevant Ministerial Decree. OA01.05 Continuous oversight of companies using rolling stock and essential stock, as well as the conditions for roadworthiness testing of rolling stock at Brussels-National airport BCAA/AAS MST.018 Continuous Objective: Improve aviation safety by organizing a continuous oversight of companies using rolling stock and essential stock, as well as the conditions for roadworthiness testing of rolling stock at Brussels-National airport. The BCAA shall check if: the rolling stock and essential stock is sufficient, appropriate and safe; the rolling stock and essential stock are maintained, inspected and, where appropriate, undergo a roadworthiness test according to the applicable regulations. 21

22 OA02: Targeting of aircraft with lasers Description Laser emitters continue 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 adequate countermeasures to mitigate this threat. The number of reports of Belgian aircraft being targeted by hand held lasers has decreased. This decrease may be due to the effective reduction of the number of laser attacks and/or to a less good reporting culture for this type of incident. The BCAA has already contacted the Belgian ANSP, the Federal Police and the airport authorities in order to review and assess the current procedures in place at a number of Belgian international airports related to the targeting of aircraft with lasers and to share best practices. The BCAA shall continue to monitor 22

23 the situation in cooperation with the Belgian ANSP, the Federal Police Safety Performance Indicator and the airport authorities. Objectives Number of laser targeting occurrences in proportion to the number of movements (SPI-GEN-01) Minimize the number of laser attacks as well as the effects they have on flight safety during the critical phases of flight Actions Action Number Action title & objective Owner Alignment EPAS Date OA02.01 Develop, review and assess the procedures to follow in the case of laser interference and to share best practices BCAA/SAF MST.004 MID 2017 Objective: To improve the cooperation between the ANSP, the Federal Police and the BCAA to develop, review and assess the procedures to follow in the case of laser interference and to share best practices. 23

24 OA03: Runway incursions Objectives Reduce the number of RIs in fixed-wing commercial air transport Description According to the definition provided by ICAO, a Runway Incursion (RI) Safety Performance Indicators is defined as any occurrence at an aerodrome involving the incorrect presence of an aircraft vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft. 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 airports. It contains recommendations to all airport stakeholders (including regulators, airport operators, ATC, aircraft operators, etc.). Number of RIs by aircraft at Belgian aerodromes in proportion to the number of movements (SPI-POR-01/SPI-ANS-03) Number of RIs by vehicles at Belgian aerodromes in proportion to the number of movements (SPI-POR-01/SPI-ANS-03) Runway Incursions - Type The implementation of EAPPRI recommendations will enhance runway safety. The development of mature and performant Local Runway Safety Teams (LRSTs) is a key objective for the BCAA. 24

25 Actions Action Number Action title & objective Owner Alignment EPAS Date Action Number Action title & objective Owner Alignment EPAS Date OA03.01 Ensure that Local Runway Safety Teams are in place and effective BCAA/AAS MST.011 Continuous Objective: At each Belgian airport LRSTs have been established, which comprise representatives from aircraft operators, Air Navigation Service Providers, airport operators and the BCAA. The BCAA is an active member of these teams. SMS audits performed by the BCAA verify their existence and effectiveness. OA03.02 Implement harmonized Terms of Reference (ToR) for all LRSTs BCAA/AAS MST.011 MST.014 Begin 2016 OA03.05 Development of two Aviation Safety Information Leaflets (ASIL s) on radiotelephony phraseology Hold short on runway and Solo call sign suffix for student pilots BCAA/AAS MST.014 Begin 2016 Objective: To reduce the number of runway incursions. Phraseology issues have been identified after analysis of the reported runway incursion occurrences. The BCAA therefore decided to develop two ASIL s on radiotelephony phraseology. Objective: To ensure the effectiveness of the LRSTs. The harmonized ToRs shall mention that LRSTs are systematically discussing runway incursions based on local risks. Runway Incursions - Severity OA03.03 Develop a maturity indicator for LRSTs BCAA/AAS MST.011 Begin 2016 Objective: To measure the effectiveness of the LRSTs. OA03.04 Establish and update formal interfaces between the SMS s of Belgocontrol and the Belgian international airports BCAA/AAS MST.011 Begin 2016 Objective: To extend the scope of an organization safety management system to other stakeholders. In doing so, they shall establish formal interfaces with these stakeholders which may influence directly the safety of their services. 25

26 OA04: Separation minima infringements during parachuting operations with parachuting operations, contribute to an increase of the Air Traffic Controller workload. Description Objectives Occurrences related to parachuting operations in areas with a high rate of commercial air traffic lead to an increased risk of collision. Parachuting operations have a low level of ATC controllability because of their late Reduction of the number of occurrences related to separation minima infringement during parachuting operations conflict detection and their low possibility for an ATC recovery. Safety Performance Indicators Parachuting operations often lacks standardized working procedures. A standardized radiotelephony for these kind of activities is also missing, which can lead to ambiguous transmissions and to a misperception of auditory information. The ATC phraseology to indicate the starting and ending of each phase of the parachuting operation is not sufficiently detailed. This phraseology should be used at exact that moment 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 complex co-ordinations) and the very high frequency of commercial operations in some ATC zones, in combination Number of occurrences related to separation minima infringement during parachuting operations 26

27 Actions Action Number Action title & objective Owner Alignment EPAS Date OA04.01 Organize a discussion platform between pilots, ATCO s, supervisors and the BCAA on parachuting operations ANSP & BCAA MST.010 Begin 2016 Objective: To agree on standardized working procedures and a standardized radiotelephony phraseology. OA04.02 Revision of the working procedures and the ATC phraseology related to parachuting operations ANSP & BCAA MST.010 End 2016 Objective: To revise the working procedures for parachuting operations and to develop a standardized radiotelephony phraseology. 27

28 OA05: Unruly passengers the aircraft and to drunk passengers. Potential consequences of unruly passengers are the return of the aircraft, flight delay and flight diversion. Description An unruly passenger is defined by Annex 17 to the ICAO Chicago Objectives Convention as: A passenger who fails to respect the rules of conduct at an airport or on board an aircraft or to follow the instructions of the airport staff or crew members and thereby disturbs the good order Reduction of the number of occurrences related to unruly passengers. and discipline at an airport or on board the aircraft. And by the Tokyo Convention (1963) as: Acts which, whether or not they are offences Safety Performance Indicator Number of Unruly Passenger Occurrences (SPI-GEN-02) [against the penal law of a State], may or do jeopardize the safety of the aircraft or of persons or property therein or which jeopardize good order and discipline on board. Basically, unruly passenger refers to a passenger behaviour that jeopardizes or might jeopardize the safety of the aircraft, persons or property therein or the accepted level of good order and discipline on board. Most of the unruly passenger occurrences are related to smoking in the lavatories of the aircraft, the use of mobile devices on board of 28

29 Actions Action Number Action title & objective Owner Alignment EPAS Date OA05.01 Perform a comprehensive analysis of the unruly passenger occurrences BCAA/S-MAS BCAA/SAF _ End 2017 Objective: To understand the size of the issue at national level and to identify potential safety measures that could reduce the number of unruly passenger occurrences. 29

30 OA06: Dangerous goods of lithium batteries. Passenger awareness should also be raised, therefore preventing them from unintentionally carrying non-allowed items Description while acknowledging the risks posed by lithium batteries. Dangerous goods are articles or substances which are capable posing a Objectives risk to health, safety, property or the environment. These include obvious things, such as: explosives, radioactive materials, flammable liquids, dangerous or volatile chemicals, strong acids, compressed gases, poisons and aerosols. Everyday items that can cause problems include Further reduce the risks of accidents and serious incidents in this category toiletries, aerosols, tools and lithium batteries. Safety Performance Indicator Number of dangerous goods occurrences One of the safety actions related to fire, smoke and fumes in the EPAS are aimed to raise awareness on the risks associated with the transportation of lithium batteries. The major risk associated with the transport of lithium batteries and battery-powered equipment is thermal runway, where the batteries heat up and produce toxic and flammable gasses as a result of short circuit, malfunctioning or mishandling of the batteries. Aircraft operators have to be informed of the risks associated with the transport of dangerous goods and more particularly with the transport 30

31 Actions Action Number Action title & objective Owner Alignment EPAS Date OA06.01 Approval of the transport of dangerous goods activities for ground handling companies BCAA/OPS MST.005 MST.018 End 2017 Objective: Approval of the transport of dangerous goods activities for ground handling companies in accordance with the relevant national regulation. OA06.02 Systematic auditing of operators outstations in the field of the transport of dangerous goods BCAA/OPS MST.005 Continuous Objective: Improve aviation safety by organizing a systematic monitoring of the transport of dangerous goods at the operators outstations. OA06.03 Transportation of lithium batteries BCAA/OPS Brussels Airport Company MST.005 Continuous Objective: Inform all involved parties (operators, ground handlers, forwarders, airport operators, etc.) and raise passenger awareness on the risks associated with lithium batteries. 31

32 OA07: Bird strikes consequences of bird strikes vary between a scared pilot to a severe damaged aircraft. The increasing number of flights and growing bird Description population will bring new challenges in the future. The presence of birds and other animals on and in the vicinity of an aerodrome poses a serious threat to aircraft operational safety. The Objectives majority of collisions occur at low altitudes, in the vicinity of an airport during take-off and landing. Annex 14-certified aerodrome operators Reduce the risk of collision with birds Safety Performance Indicator are required to take the necessary actions to identify, manage and mitigate the risk to aircraft operations posed by wildlife (birds and other animals) 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. Number of bird strikes including turbine engine ingestion at the Belgian international airports (SPI-POR-02b) At present, hundreds of bird strikes are reported each year in Belgium and the number of bird strike reports continues to increase. The 32

33 Actions Action Number Action title & objective Owner Alignment EPAS Date OA07.01 Exchange of experience about specific technical issues in the field of wildlife management through the Belgian Aviation Wildlife Hazard Committee (BAWiHaC) BCAA/AAS _ Continuous Objective: Create a strong and open collaboration between the international airports for Bird Control Unit matters and to give a higher priority to wildlife issues on all levels of management. 33

34 GENERAL AVIATION This area includes operations performed by gliders, balloons, microlights, as well as fixed-wing aerial work and GA operations performed by fixed wing and rotorcraft. OA08: Airspace infringements The overall number of reported incidents has dropped slightly. This trend can be influenced by the increasing awareness of this type of risk at the general aviation pilots because of the safety promotion actions taken by the Belgian Air Accident Investigation Unit and the BCAA. Description Airspace infringement (AI) is also referred to as an unauthorized penetration 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 regulations. The analysis of the reported incidents clearly indicates that the majority of infringements are committed by General Aviation flights. 34

35 Objectives Actions Reduced Risk of Collision Action Number Action title & objective Owner Alignment EPAS Date Safety Performance Indicator Number of Belgian airspace infringements caused by General OA08.01 Raise awareness of general aviation pilots by periodically reviewing the aviation safety information leaflets on airspace infringements BCAA & AAIU(Be) MST.010 MST.016 Continuous Aviation flights Objective: The Belgian 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. The BCAA performs an in-depth statistical analysis of the airspace infringement problem in Belgium. The BCAA shall periodically revise the aviation safety information leaflets on airspace infringements to raise awareness of the risks involved with this type of occurrence and to provide correct information to general aviation pilots in order to avoid airspace infringements in the Belgian airspace. OA08.02 Support the initiative to simplify the complex structure of the Belgian airspace BCAA/AAS & ANSP MST.010 Begin 2016 Objective: The BCAA shall organise preparatory meetings with the stakeholders (Belgian ANSP Belgocontrol, the Belgian Air Force, a delegation of airspace users ) to discuss a possible simplification of the Belgian airspace in order to avoid airspace infringements in the Belgian airspace committed by general aviation flights. 35

36 OA09: Safety issues related to formation flying Objectives Fewer accidents or serious incidents due to formation flying Description Safety Performance Indicator Formation flying is the disciplined flight of two or more aircraft under the command of a flight leader. 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 Actions Not applicable Action Number Action title & objective Owner OA09.01 Develop a safety information leaflet for the general aviation community on formation flying Alignment EPAS Date BCAA MST.004 Begin 2016 Objective: To inform the general aviation community on the existing regulation, highlight the associated risks and to provide guidance on the preparation of formation flying. The BCAA calls upon all Belgian federations, organizations and instructors active in civil aviation to limit formation flying among their community to a minimum and to accurately brief the hazards. pilots, providing mutual cover, etc. In general aviation, formation flying is often observed for 2 reasons: taking photos of each other 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 however, where taken by pilots that were not briefed and trained for performing formation flights. The 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. 36

37 OA10: Safety issues related to parachuting operations Objectives Fewer accidents or serious incidents due to parachuting Description operations The number of accidents and serious incidents with parachute drop airplanes in Belgium in the past reflects not only the intensity of this Safety Performance Indicator Not applicable activity, but also the potential safety issues related to parachuting operations. These accidents are coming on top on those linked to the parachute activity itself. The risks associated with the parachute activity itself are recognized within the parachute clubs. Through procedures, training, re-training, supervision etc., these risks seem to be adequately taken care of, while the associated flying activities are lacking equal safety awareness. Currently, the regulatory requirements for parachuting operations 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 Considering the volume of the activity and the potential danger to the occupants of the airplanes involved, the BCAA will take the initiative to launch actions pertaining to the activity of parachuting operations in order to increase the safety of this activity to an acceptable level. 37

38 Actions Action Number Action title & objective Owner Alignment EPAS Date OA10.01 Up-date BCAA guidelines related to parachuting operations BCAA/OPS BCAA/AAS MST.004 MID 2015 Objective: To avoid overlapping responsibilities between the aircraft operators and the parachuting clubs and to inform the general aviation community on the existing regulation and to highlight the associated risks. OA10.02 The application of the articles in European Regulation (EU) No 965/2012 related to parachuting operations will be brought forward BCAA/OPS MST.004 MID 2015 Objective: To launch additional actions related to the activity of parachuting operations in order to increase the safety of this activity to an acceptable level. OA10.03 Development of an Operations Manual by the operators conducting parachute droppings following the requirements stated in the European Regulation (EU) No 965/2012 BCAA/OPS MST.004 Begin 2016 Objective: To verify the correct application of the operators procedures conducting parachuting operations. OA10.04 Verification by the BCAA of the correct application of the requirements in European Regulation (EU) No 965/2012 related to parachuting operations BCAA/OPS MST.004 End 2016 Objective: To reduce the number of accidents and serious incidents due to parachuting operations. 38

39 Emerging Actions (EA) This chapter addresses already emerging issues as well as issues that could potentially emerge in the immediate or near future. Giving considerations to safety issues derived from operations or regulations that emerging risk to both commercial and general aviation. The BCAA therefore needs to provide clear guidance on the applicable regulations and best practice when using UAS/RPAS either for leisure or aerial work. have not been fully deployed, it incorporates a forward-looking element in BPAS. EA01: Unmanned Aerial Systems /Remotely Piloted Aircraft Systems 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 applicable worldwide. Some SARPs in the areas of Annex 7 - Aircraft Nationality and Registration Marks and Annex 2 - Rules of the Air became applicable in Description The popularity and application of Unmanned Aerial Systems (UAS) and Remotely Piloted Aircraft Systems (RPAS) more commonly known as drones - continues to grow. The use of UAS/RPAS represent an 2012 and ICAO will continue to develop further SARPs for all aspects of UAS/RPAS operation. EASA has developed a concept of operations for RPAS and is also working on guidance in the area of certification of the aircraft and ground station, integration into controlled airspace, 39

40 communication requirements and remote pilot training. In Europe the Joint Authorities for Rulemaking of Unmanned 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. The BCAA is also strongly involved in the review of EASA proposals related to future UAS/ The BCAA is aware of the need to continuously advise the public of the hazards involved in flying these UAS/RPAS devices. The BCAA already issued guidance to the public highlighting the circumstances when permission is required to fly UAS/RPAS devices and also published a new webpage for drone users indicating the conditions to fly and offering templates to facilitate compliance with the requirements of the Royal Decree regulating the use of UAS/RPAS in Belgian airspace. RPAS regulations. The BCAA published a Royal Decree regulating the use of UAS/RPAS in The BCAA launched several campaigns to inform the public about recreational and professional use of UAS/RPAS and was also present at different UAS/RPAS conferences and exhibitions. Belgian airspace for professional 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 conditions for theoretical and practical training of remote pilots and the issuing of the remote pilot license after successful examination and the acceptance of UAS/RPAS Objectives Fewer accidents, serious incidents or occurrences as a result of conflict between a UAV /RPAS and another aircraft in Belgian airspace operations in Belgian airspace, based on an operation-oriented and risk based approach. 40

41 Actions Action Number Action title & objective Owner Alignment EPAS Date EA01.01 Publish the Royal Decree regulating the use of UAS/ RPAS in Belgian airspace BCAA - MAY 2016 Objective: To set out the rules of the air, the rules for registration of UAS/ RPAS, the conditions for theoretical and practical training of remote pilots and the issuing of the remote pilot license after successful examination and the acceptance of UAS/ RPAS operations in Belgian airspace. EA01.02 Participate in the development of an appropriate international regulatory framework to govern the operation of UAS /RPAS BCAA - Continuous Objective: To govern the operation of UAS /RPAS in order to remove restrictions on these kind of operations at EU level, so that all companies can make best use of these technologies to create jobs and growth while maintaining a high and uniform level of safety. EA01.03 Provide guidance to the public, to raise public awareness of the circumstances when permission is required to fly UAS /RPAS devices BCAA - Continuous Objective: To continuously advise the public of the hazards involved in flying UAS /RPAS devices EA01.04 Establish an active follow up of UAS /RPAS occurrence reports BCAA - Continuous Objective: To determine the most important safety risks applicable to UAS /RPAS devices, to detect safety issues and to develop further guidance and regulations based on lessons learned. EA01.05 Starting up a collaboration with the ANSP, the Federal Police and the BCAA for handling violations with UAS /RPAS devices BCAA/SAF - MID 2017 Objective: To improve the cooperation between the ANSP, the Federal Police and the BCAA to develop, review and assess the procedures to follow in the case of violations with UAS /RPAS devices. 41

42 Appendix A: ANS Safety Performance The measurement of the safety performance is based on three KPIs applying to both State and service providers: 1. EU-wide Safety Performance Indicators As required in 2011 by European Regulations, the Belgian State and its National Air Navigation Service Provider (Belgocontrol) are subject to the monitoring and reporting of their yearly safety performance. Since 2015, the monitored safety key performance indicators (KPIs) are subject to targets to be reached by 2019 at the latest. This implies constant efforts to ensure a high level of safety performance in line with the objectives of the Single European Sky. 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 classification. Based on the use of the Risk Analysis Tool (RAT) methodology, this KPI allows a standardized method to assess the severity and repeatability of the following occurrences: - Separation Minima Infringements (SMI); - Runway Incursions (RI); 42

43 - 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 level of presence and corresponding level of absence of Just Culture. Just Culture means a culture in which front line operators or others are not punished 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 Plan for Aviation Safety (BPAS) provides an overview of the current situation. The BPAS shall be updated annually to provide historical data and general actions to maintain or improve the Belgian safety performance. 43

44 2. Safety Performance 2015 a) KPI#1 Effectiveness of Safety Management (EoSM) For the fourth year of measurement, the effectiveness of safety management has been assessed following the methodology defined by the European Aviation Safety Agency (EASA). Two online surveys were answered identifying for each safety management objective, the level of implementation characterizing the performance of the respective state competent authority and air navigation service provider(s). 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 continuous improvement of processes and process performance. Additional information can be found at: EFFECTIVENESS LEVELS AND EFFECTIVENESS SCORE ed-decision r When answering the questions, one of the following levels of implementation 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; 44

45 Based on the answers, the following scores have been derived: KPI#1 State: The following figure shows the 2014 EoSM scores for all Member States. (Source PRB). In 2014, the average effectiveness score achieved by the individual European States was 62%. For 2014, the Belgian CAA and BSA-ANS obtained an overall effectiveness score of 64,06% and for 2015, the score is now 68,84%. An improvement of nearly 5% as compared to the previous year that keeps Belgium within the top amongst the 30 States subject to the European performance scheme. 45

46 The score obtained by the Belgian State in 2012 (61,82%) was set as Some improvements have been achieved in the following domains: Safety performance of service providers and State Safety Plan; Compliance verification processes and oversight; Implementation of a Just Culture climate, and; Risk based oversight. the baseline for the following years and an action plan linked with the FABEC performance plan aims at improving the effectiveness of our safety management. Even if the percentage scores can be used to highlight the relative position in comparison with the European average and other states, the Some efforts remain to be done to: European Commission has set targets to be reached at individual question levels. By the end of 2019 at the latest, the level C shall be reached in all the 36 study areas. The current 2015 survey shows that Belgium already reached the targets Align some national regulations with the European regulatory framework, especially on Aerodrome Flight Information Service (AFIS); Manage more effectively internal interfaces within the competent authority; set at European level for 32 out of the 36 study areas. For 26 of them, Develop and measure a safety culture. the Belgian State even reached a score above the required targets. 46

47 KPI#1 ANSP (Belgocontrol): In 2014, the average effectiveness score achieved by the individual The following figure shows 2014 EoSM scores for all Air Navigation Service Providers. (Source PRB). European Air Navigation Service Providers was 76%. For 2014, Belgocontrol obtained an overall effectiveness score of 72,49% and for 2015, the score is now 76,26%. The Belgian Air Navigation Service Provider is slightly above the average. It should be noted that the higher the maturity, the more difficult it is to improve the scores. Nevertheless, targets have been set and continuous improvement is expected for the following years. As for the State, the percentage score of Belgocontrol can be used to highlight their relative position in comparison with the European average and the other service providers. For the different organizations, the European Commission has also set targets to be reached at individual 47