BELGIAN CIVIL AVIATION AUTHORITY SAFETY PLAN UPDATE 2018

BELGIAN CIVIL AVIATION AUTHORITY SAFETY PLAN 2016-2020 UPDATE 2018 Federal Public Service Mobility and Transport Belgian Civil Aviation Authority

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 ACCIDENTS AND SERIOUS INCIDENTS Commercial Aviation General Aviation SYSTEMIC ACTIONS (SA) SA01: Further implementation of the Belgian Aviation Safety Programme SA02: Safety training and safety promotion SA03: Setting up a dialogue with the Belgian aircraft operators on Flight Data Monitoring programmes 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: Unruly passengers OA05: Dangerous goods OA06: Wildlife strikes General Aviation OA07: Airspace infringements OA08: Aircraft upset in flight (loss of control) OA09: Runway Incursions caused by General Aviation EMERGING ACTIONS (EA) EA01: Unmanned Aerial Systems EA02: New Business Models EA03: Loss of radar detection APPENDIX A: ACRONYMS AND DEFINITIONS APPENDIX B: BCAA RISK MANAGEMENT PROCESS APPENDIX C: BPAS DECEMBER 2018 STATUS REPORT 2

EXECUTIVE SUMMARY The New Basic Regulation NBR (EU) No 2018/1139, also known as the EASA regulation has entered into force on 11 September 2018. This regulation prepares the grounds for the future challenges ahead while maintaining aviation as a safe, secure and environmentally friendly means of transport for EU citizens. The NBR prescribes among others that the Belgian Aviation Safety Programme (BASP) shall include at least the elements related to the safety management responsibilities described in the ICAO Standards and Recommended Practices and that the Belgian Plan for Aviation Safety (BPAS) shall include the risks and actions identified in the European Plan for Aviation Safety (EPAS) that are relevant for Belgium. The BPAS contains national and global safety initiatives to address safety risks in aviation. The safety operational risks are identified based on analysis of safety outcomes (i.e. accidents, serious incidents and incidents). The BPAS is consistent with what EASA and ICAO are doing at a regional level. Most of the risks and MST actions of the EPAS and the ICAO Global Aviation Safety Plan (GASP) have therefore been introduced in this BPAS Update 2018. We are fully committed to work in partnership with EASA and ICAO to ensure Europe maintains the highest possible standards of aviation safety. Systemic risks (e.g. regulatory/policy issues) that underlie the operational performance of the civil aviation system are also addressed in this BPAS Update. Despite the fact that last years have clearly brought continued improvements in safety across every operational aviation domain in Europe, last European accidents underline the complex nature of aviation safety. The EASA MS including Belgium shall anticipate more and more new threats and associated challenges by developing safety risk management principles. Those principles are strengthened by Safety Management System (SMS) implementation supported by ICAO Annex 19 and Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences for reporting reinforcement. EASA and the BCAA also attach great importance to safety promotion activities in cooperation with the EASA Safety Promotion Network. One of the major realizations of this pan-european cooperation was last years safety promotion campaign on airspace infringement. Dissemination of safety promotion material developed by EASA, the BCAA, other aviation authorities and the Belgian aviation industry to pilots, flying clubs and associations shall remain one of the BCAA s points of attention. In 2018, the focus remained on the further implementation of Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences. The BCAA has optimized his safety risk processes and procedures. Our attention mainly went out to a uniform introduction of safety data into the ECCAIRS database, the protection of these data and to the analysis and follow-up of the reported occurrences by our operational departments. The introduction of the common European Risk Classification Scheme remains an important challenge and demands once more a new optimization of our safety risk processes and procedures. The application of the common European Risk Classification Scheme shall contribute to an improvement of our safety information management, allowing continuous identification of potential critical areas to be addressed at both State and Service Providers levels. The focus also remained on the further development of a Just Culture climate. Two draft Royal Decrees on Just Culture have been developed. The first draft decree mainly addresses the creation of a Just Culture body and the protection of the reporter. The second draft decree deals with the establishment and functioning of a Just Culture platform. This platform ensures the necessary exchange of knowledge and experience in the field of Just Culture in collaboration with judicial authorities. The new area Emerging Issues mainly addresses the use of Unmanned Aerial Systems (UAS). The popularity and application of UAS better known by the public as drones - continue to grow. The use of UAS remains an emerging risk to both commercial and general aviation. One of the main NBR objectives was the integration of unmanned aircraft. All unmanned aircraft are now within the scope of the NBR. Each action area in the BPAS includes the identification of safety issues as well as the objectives to be achieved. During the duration 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 goal that links the activities together. 3

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INTRODUCTION CONTENT AND STRUCTURE OF THE BELGIAN PLAN FOR AVIATION SAFETY This edition of BPAS covers the five-year period between 2016 and 2020. Safety priorities identified in BPAS are addressed by specific actions through rulemaking activities, through oversight activities performed by the BCAA or through specific safety promotion activities. Unfinished actions of the previous plan are also included in the 2018 update. 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: Systemic Issues Operational Issues Emerging Issues The safety actions are therefore divided into 3 different types: - Systemic Actions (SA) - Operational Actions (OA) - Emerging Actions (EA) These safety actions are realised through rulemaking and safety promotion activities, or through focused oversight. The following information is provided for each safety issue in the BPAS: - Description - Why has the issue been identified as an important safety issue? - Objectives - The expected safety benefits - Safety Performance indicators - How is the improvement monitored? - The safety actions - The action owner(s) - The alignment with the EPAS - The target date The BPAS is complemented by an Appendix C containing a status report on the progress made until December 2018. The following information is provided for each action item: - A summary of the work done - The action owner - The assessment whether the action is progressing according to the BPAS - The identification of the status of the key deliverables. An action is considered closed when the proposed deliverable is achieved This edition of the BPAS applies to commercial air transport (CAT) operations, aerial work (AW) operations and general aviation (GA) operations. Safety actions derived from safety recommendations by the Belgian Air Accident Investigation Unit may also be included in the BPAS. The 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. BELGIAN PLAN FOR AVIATION SAFETY - INFORMATION The BPAS is annually assessed and available on: http://mobilit.belgium.be/nl/luchtvaart/belgisch_veiligheidsprogramma/veiligheidsplan https://mobilit.belgium.be/fr/transport_aerien/programme_belge_de_securite/plan_de_securite_belge 5

LINK TO THE EUROPEAN PLAN FOR AVIATION SAFETY 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, to obtain a complete picture of safety in any single State, both the EASP and the national Safety Programmes need to be considered. The EASP describes among other things the process to develop and update the EPAS. The safety risks identified in the EPAS are mitigated by safety actions that EASA, the 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. The NBR (EU) 2018/1139 prescribes that the BASP shall include at least the elements related to the safety management responsibilities described in the ICAO SARPs. The NBR also prescribes that the BPAS shall include the risks and actions identified in the EPAS that are relevant for Belgium. 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. EASA shall perform future standardization inspections at the Member States on the implementation of the SSP and the relevant EPAS-actions including the identification of possible associated organizational and safety oversight capability shortcomings. The EPAS also considers the objectives and priorities of the ICAO GASP to enhance the level of safety in aviation and to better prepare the EASA Member States for the USOAP audits of their SSPs. The high-risk categories of occurrences of the GASP are addressed in the following 3 sections of the EPAS: Aircraft upset in flight, runway safety and terrain conflict. The NBR prescribes that the BPAS shall include the risks and actions identified in the EPAS that are relevant for Belgium. 6

ACCIDENTS AND SERIOUS INCIDENTS COMMERCIAL AVIATION This section addresses all types of commercial air transport (CAT) operations involving aeroplanes (passenger and cargo operators) an also air taxi and other such operations. This chapter also covers operations in the offshore helicopter domain and all other commercial air transport operations involving helicopters such as passenger flights, air taxi and HEMS. ACCIDENTS AND SERIOUS INCIDENTS IN BELGIUM In recent years, there were no fatalities or serious injuries because of accidents or serious incidents during CAT operations in Belgium. In 2017, the first serious incident was related to a loss of separation between 2 passenger aeroplanes above Belgian territory. Loss of separation between aircraft occurs whenever specified separation minima are breached (occurrence category: MAC). The second serious incident was caused by technical problems at the main landing gear of a foreign registered aeroplane (occurrence category: SCF-NP). ACCIDENTS AND SERIOUS INCIDENTS WITH BELGIAN REGISTERED AIRCRAFT ABROAD In recent years, there were no accidents or serious incidents during CAT operations with Belgian registered aircraft abroad. 7

GENERAL AVIATION This area includes aerial work and GA operations performed by aeroplanes and helicopters as well as operations performed by gliders, balloons and microlights. ACCIDENTS AND SERIOUS INCIDENTS IN BELGIUM During the period 2016-2017, there were no fatalities because of accidents caused by general aviation activities in Belgium. During the same period, there was only one serious injury. The cause of this accident was the collision of an foreign registered aeroplane with the top of a tree when performing a forced landing caused by a significant loss of engine power (occurrence category: SCF-PP). Overview of accidents and serious incidents during the period 2016-2017 caused by non-commercial (NCO) aviation activities in Belgium. Domain 2016 2017 accidents serious Incidents accidents serious Incidents NCO Aeroplanes 5 0 3 4 NCO Helicopters 1 0 2 1 Balloons 1 1 0 0 Gliders 3 0 1 0 UAS 1 0 2 0 Total 11 1 8 5 8

ACCIDENTS AND SERIOUS INCIDENTS WITH BELGIAN REGISTERED AIRCRAFT ABROAD During the period 2016-2017, there were 4 fatalities because of accidents caused by general aviation activities with Belgian registered aircraft abroad. During the same period, there were no serious injuries. 9

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 outcome of a safety event. They often relate to deficiencies in organisational processes and procedures. SA01: FURTHER IMPLEMENTATION OF THE BELGIAN AVIATION SAFETY PROGRAMME Description The Belgian State shall further implement the BASP in compliance with the ICAO GASP and the EASP. The NBR (EU) 2018/1139 prescribes that the BASP shall include at least the elements related to the safety management responsibilities described in the ICAO SARPs. The BASP describes the various regulations and activities for maintaining and improving aviation safety and ensures that Belgium operates in compliance with EU regulations and the safety management requirements set forth in ICAO Annex 19. Included in the BASP is the requirement for implementation of SMS by the service providers. The transition to a SSP requires increased collaboration across operational domains to identify hazards and risks. The analysis of various forms of safety data (accident investigation reports, safety occurrence reports etc.) is needed to develop effective mitigation actions. This requires that service providers and the BCAA should work closely together on safety risk management. 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. The BCAA is an active member of the Network of Analysts (NoA). The NoA provides a collaborative framework for the EASA Member States to work together on safety analysis activities. The NoA was formalized within Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation and has a role in analysing the European Central Repository of mandatory occurrences to support both the EPAS and the SSP s of the EASA MS. The primary mission is to improve aviation safety by identifying safety risks and bringing such risks to the attention of the decision makers. The NoA shall among other things establish appropriate indicators and establish analysis methodologies that will facilitate the sharing of information. The BCAA conducted a new gap analysis in 2018 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 istars. The further application of ICAO Annex 19 has been delayed by the postponement of the European Risk Classification Scheme (ERCS) and by having difficulties with the establishment of Acceptable Levels of Safety Performance (concept of safety performance indicators and their associated targets). This chapter has been reviewed in accordance with the outcome of the latest version of the EPAS and the latest gap analysis on istars. Objectives 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 Safety Performance Indicator Timely implementation of actions and gaps as identified through the ICAO Annex 19 State Safety Programme (SSP) gap analysis 10

Actions Action Number Action title & objective Owner Alignment EPAS Date SA01.01 Alignment of BCAA s processes and procedures with Regulation No (EU) 376/2014 BCAA/S-MAS MST.001 2020 Objective: To optimize BCAA s safety risk processes and procedures with Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation. The application of the common European Risk Classification Scheme (ERCS) remains an important element of this optimization. SA01.02 Revision of the circular CIR/MAS-01 on the reporting, analysis and follow-up of occurrences in civil aviation BCAA/S-MAS MST.001 2018 Objective:To further develop the topics related to the dissemination of information stored in the common European Central Repository (ECR). SA01.03 Development of an Annual Safety Review (ASR) BCAA/S-MAS MST.001 2019 SA01.04 Objective: To inform the public of the level of safety in civil aviation. Development of a leaflet on just culture principles in accordance with Regulation (EU) No 376/2014 BCAA/S-MAS MST.001 MST.027 2019 Objective:To explain the roles of different stakeholders regarding just culture principles and the functioning of the body Just Culture. SA01.05 Support the risk- and performance based oversight by making use of the EASA management system assessment tool BCAA MST.026 Continuous with annual reporting Objective: To provide feedback to EASA on how the assessment tool is used for the purpose of standardisation and continual improvement of the tool. The BCAA shall regularly inform EASA on the status of compliance with SMS requirements of the Belgian industry. 11

SA02: SAFETY TRAINING AND SAFETY PROMOTION Description Safety promotion is a major component of the BASP and together with the BCAA s Safety Policy an important enabler for continuous safety improvement. Safety Promotion has two elements, notably: Training/education Safety communication The BCAA maintains an internal safety training program that ensures that their staff is trained and competent to perform their BASP duties. Training programs and individual training plans are adapted to fit the needs and complexity of the BCAA s 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 an indication of the BCAA s management commitment to an effective SSP. 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: Seminars and workshops The Belgian Aviation Safety Management Group (BASMG) platform Direct e-mails to all Belgian pilots and training organisations The website of the Federal Public Service of Mobility and Transport Social media 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 and the European Aviation Safety Agency (EASA). Extensive guidance safety promotion material has been developed by teams of the SMICG and EASA (such as the EASA SPN) which among other things addresses SMS principles and implementation. The BCAA is an active member of the EASA SPN. Objectives Employees of the BCAA are trained and competent to perform their SSP duties Safety information is communicated and disseminated to the aviation sector Safety Performance Indicator Not applicable 12

Actions Action Number Action title & objective Owner Alignment EPAS Date SA02.01 Encourage the implementation of safety promotion material developed by the SMICG and the EASA SPN 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 SMICG and the EASA SPN to the service providers and the general aviation sector. SA02.02 Organize or participate in safety seminars and workshops BCAA AAIU(Be) MST.002 MST.015 MST.025 Continuous Objective: To organize or participate in safety seminars and workshops to discuss the most important safety risks applicable to the aviation sector. 13

SA03: SETTING UP A DIALOGUE WITH THE BELGIAN AIRCRAFT OPERATORS ON FLIGHT DATA MONITORING PROGRAMMES 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 with a Maximum Certificated Take-Off Mass more than 27.000 kg. FDM offers the ability to monitor and evaluate operational safety trends, identify hazards and risk precursors, and take appropriate remedial action. EASA and National Aviation Authorities have formed a group of experts called the European Authorities coordination group on FDM (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. The BCAA is an active member of the EAFDM. The BCAA shall promote the operational safety benefits of FDM and 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), Objectives 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 Sharing experience between aircraft operators Safety Performance Indicator Not applicable Actions Action Number SA03.01 Action title & objective Owner Alignment EPAS Date Discuss the expected benefits of FDM with Belgian aircraft operators BCAA/OPS MST.003 Continuous Objective: Meet Belgian aircraft operators on a regular basis to establish a national FDM Forum and to discuss the expected benefits of FDM. 14

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, approved training organisations, air traffic control services, airports, ground handling services, maintenance organisations 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 considering factors such as the level of risk-mitigation actions already in place. The improvement of the reporting culture within the aviation sector and the reporting of occurrences using formats compatible with the ECCAIRS software are most probably the main reasons for the remarkable increase in the number of occurrences reported to the BCAA. A risk analysis and classification for the year 2017 was conducted to determine the highest aviation risks in 2017. The risk classification takes into account the seriousness of the incidents (accidents, serious incidents and incidents) as well as the number of incidents that was reported and stored in the ECCAIRS database. The table below shows the types of occurrences that are considered posing the highest risk derived from the 2017 risk analysis. COMMERCIAL AIR TRANSPORT (CAT) Bird strikes Difficult / Unruly passengers Loss of Separation (SMI, TCAS events ) Interference by laser/beamer Ground handling events Runway incursions GENERAL AVIATION (GA) Airspace Infringements ATM Regulation Deviation Runway incursions 15

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 Description This risk area includes all ground-handling and apron management-related issues as well as collision of the aircraft with other aircraft, obstacles or vehicles while the aircraft is moving on the ground, either under its own power or being towed. It does not include collision on the runway. This risk area leads to possibly significant damage to aircraft and equipment, as well as personal injuries to ground staff, highlighting the need for greater safety efforts in ground operations. The analysis of the reported occurrences has demonstrated that problems related to ground handling or RAMP (Region of Aircraft Movement and Parking) are common. 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 aircraft-vehicle while the aircraft is standing still or being pushed-back or towed. The Belgian State didn t have sufficiently detailed national regulations 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 SMS at the suppliers of ground handling services. An SMS involves 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. Objectives - Increased supervision and auditing to monitor the ground handling companies Safety Performance Indicator - Number of collisions on ground at Belgian aerodromes because of ground handling operations in proportion to the number of movements (SPI-POR-03) Note: the 12-month MA (Moving Average) is the Average calculated over the previous 12 months. 16

Actions Action Number Action title & objective Owner Alignment EPAS Date OA01.01 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. OA01.02 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. OA01.03 OA01.04 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. Approval of maintenance and renewal programs of centralized infrastructure at the airport Brussels National BCAA/AAS MST.018 Continuous Objective: Airlines and their passengers and cargo need safe, functional and affordable airport infrastructure for their operations. This infrastructure should be maintained at a high level to be available for the operators and from time to time, this infrastructure should be renewed as well. In relation to this, Brussels Airport Company should provide a maintenance and renewal program to the BCAA. Perform focused inspections on the conditions for roadworthiness testing of rolling stock at Brussels-National airport BCAA/AAS BCAA/SAF MST.018 2019 Objective: Improve ground handling safety by organizing focused inspections on the conditions for roadworthiness testing of rolling stock at Brussels-National airport for ground handling companies in accordance with the relevant legislation. OA01.05 Improve the reporting culture at Brussels-National airport for ground handling companies BCAA/AAS MST.018 2019 Objective: To improve the reporting culture of ground handling companies by monitoring the reporting rate of individual ground handling companies and to oversee received occurrence reports on data quality and data completeness. The BCAA shall use the results as an indicator of the reporting culture within a ground handling company. 17

OA02: TARGETING OF AIRCRAFT WITH LASERS Description Laser emitters continue to pose a significant threat to aviation safety and security. The exposure of air crew to laser illumination may cause hazardous effects (distraction, glare, afterimage flash blindness ) which could adversely affect the ability of air crew to carry out their responsibilities and therefore requires adequate countermeasures to mitigate this threat. The BCAA has contacted the Belgian ANSP, the Federal Police and the airport authorities to review and assess the current procedures in place at several Belgian international airports related to the targeting of aircraft with lasers and to share best practices. The BCAA shall continue to monitor the situation in cooperation with the Belgian ANSP, the Federal Police and the airport authorities. In recent years, a notable downward trend in the number of laser attacks can be observed. Objectives Minimize the number of laser attacks as well as the effects they have on flight safety during the critical phases of flight Safety Performance Indicator Number of laser targeting occurrences in proportion to the number of movements (SPI-GEN-01) Note: the 12-month MA (Moving Average) is the Average calculated over the previous 12 months Actions Action Number Action title & objective Owner Alignment EPAS Date OA02.01 Further improve the procedures to follow in the case of laser interference and to share best practices BCAA/SAF MST.004 MID 2018 Objective: To improve the cooperation between the ANSP, the Federal Police, the Brussels Airport Company and the BCAA to develop, review and assess the procedures to follow in the case of laser interference and to share best practices. 18

OA03: RUNWAY INCURSIONS Description According to the definition provided by ICAO, a Runway Incursion (RI) 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 from aircraft. The prevention of runway incursions is a key issue for airport safety. The European Action Plan for the Prevention of Runway Incursions (EAPPRI) contains several recommendations to authorities, aerodrome operators and EASA to mitigate the risks. EASA has included in Regulation (EU) No 139/2014 and in the relevant acceptable means of compliance/ guidance material many of these recommendations. In the aerodrome domain, one of BCAA s safety actions is the organisation of audits on certified airports to check the application of EAPPRI and EAPPRE aerodrome operator recommendations. The implementation of EAPPRI recommendations will enhance runway safety. The development of mature and performant Local Runway Safety Teams (LRST s) at the certified airports is a key objective for the BCAA. LRST s should be dealing with runway safety and runway incursions based on local risks. The BCAA is an active member of all LRST s. Objectives Reduce the number of RIs in fixed-wing commercial air transport Safety Performance Indicators 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) Number of RIs by persons at Belgian aerodromes in proportion to the number of movements (SPI-POR-01/ SPI-ANS-03) Note: the 12-month MA (Moving Average) is the Average calculated over the previous 12 months 19

A great number of runway incursions are caused by general aviation traffic at certified airports. The BCAA shall therefore perform an analysis of the reported runway incursion occurrences. Depending on the results, the BCAA shall develop new safety promotion material or update existing ASIL s on the prevention of runway incursions. Actions Action Number Action title & objective Owner Alignment EPAS Date OA03.01 Ensure that Local Runway Safety Teams are in place and effective BCAA/AAS - Continuous Objective: LRST s have been established at each Belgian certified airport, which comprise representatives from aircraft operators, Air Navigation Service Providers, airport operators and the BCAA. The BCAA is an active member of these teams. LRST s should focus on local solutions for RIs where participating partners have management control. OA03.02 Assess aerodromes operators for compliance with EAPPRI and EAPPRE recommendations BCAA/AAS MST.014 MST.007 Continuous Objective: The BCAA Airports Department organizes audits on the certified airports to check the application of the EAPPRI and EAPPRE aerodrome operator recommendations. OA03.03 Development of safety promotion material on the prevention of runway incursions BCAA/S-MAS BCAA/AAS MST.014 2019-2020 Objective: To reduce the number of runway incursions. The BCAA shall perform an analysis of the reported runway incursion occurrences. Depending on the results, the BCAA shall develop new safety promotion material or update existing ASIL s on the prevention of runway incursions. A great number of runway incursions are caused by general aviation traffic at certified airports. 20

OA04: UNRULY PASSENGERS Description An unruly passenger is defined by Annex 17 to the ICAO Chicago 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 and discipline at an airport or on board the aircraft. And by the Tokyo Convention (1963) as: Acts which, whether they are offences [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 the aircraft and to drunk passengers. Potential consequences of unruly passengers are the return of the aircraft, flight delay and flight diversion. Unruly passenger incidents on board of an aircraft which threaten safety and security have become a significant issue faced by airlines, flight and cabin crew on a daily basis. A large increase of the number of reported incidents related to disruptive/unruly passengers can be noticed in the graph below Objectives Reduction of the number of occurrences related to unruly passengers Safety Performance Indicator Number of Unruly Passenger Occurrences (SPI-GEN-02) Note: the 12-month MA (Moving Average) is the Average calculated over the previous 12 months 21

Actions Action Number Action title & objective Owner Alignment EPAS Date OA04.01 Perform a comprehensive analysis of the unruly passenger occurrences BCAA/S-MAS BCAA/SEC - 2018 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. OA04.02 Develop a procedure for issuing administrative fines BCAA/SEC _ 2020 Objective: To improve the prosecution of unruly passengers. Actual offences are transferred to the competent Crown Prosecutor. If the violation is dismissed for reasons unrelated to the constituent elements of the violation, the BCAA has the possibility to impose administrative fines. OA04.03 Contribute to the development and communication of EASA safety promotion material to support Belgian operators with the reduction of the risks associated with disruptive/ unruly passengers BCAA/S-MAS SPT.100 2019 Objective: The BCAA shall contribute to the development and communication of the EASA safety promotion campaign on disruptive/ unruly passengers to support Belgian operators with the reduction of the risks in cooperation with the EASA SPT. 22

OA05: DANGEROUS GOODS Description Dangerous goods are articles or substances which are capable posing a 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 are considered dangerous goods include toiletries, aerosols, tools and lithium batteries. 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 because of short circuit, malfunctioning or mishandling of the batteries. Aircraft operators should be informed of the risks associated with the transport of dangerous goods and more particularly with the transport of lithium batteries. Passenger awareness should also be raised, therefore preventing them from unintentionally carrying non-allowed items while acknowledging the risks posed by lithium batteries. Objectives Further reduce the risks of accidents and serious incidents in this category Safety Performance Indicator Not yet applicable Actions Action Number OA05.01 OA05.02 Action title & objective Approval of the transport of dangerous goods activities for ground handling companies Owner BCAA/OPS Alignment EPAS MST.005 MST.018 Objective: Approval of the transport of dangerous goods activities for ground handling companies in accordance with the relevant national regulation. Systematic auditing of operators outstations in the field of the transport of dangerous goods BCAA/OPS MST.005 Date 2019 Continuous Objective: Improve aviation safety by organizing a systematic monitoring of the transport of dangerous goods at the operators outstations. OA05.03 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. OA05.04 Approval of training activities on the transport of dangerous goods BCAA/OPS MST.005 2020 Objective: To approve the training activities on the transport of dangerous goods for training organizations in accordance with the relevant national regulation to achieve a safer transport of dangerous goods in the air. 23

OA06: WILDLIFE STRIKES The presence of birds and other animals on and near an aerodrome poses a serious threat to aircraft operational safety. Most collisions occur at low altitudes, near an airport during take-off and landing. Operators of a certified aerodrome 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 near an aerodrome, and to ensure that competent personnel evaluates the wildlife hazard on a continuing basis. At present, hundreds of bird strikes are reported each year in Belgium. The consequences of bird strikes vary between a scared pilot to a severe damaged aircraft. The increasing number of flights will also bring new challenges in the future. The BCAA established the Belgian Aviation Wildlife Hazard Committee (BaWiHaC) to exchange information and expertise about wildlife strikes. BAWiHaC members are the airport authorities of the certified aerodromes, the Ministry of Defence and the BCAA. The BAWiHaC meets at least once a year. The BAWiHaC discusses topics, such as the reporting of wildlife occurrences, the grass management and the reduction of wildlife at the aerodromes. The discussions within the BAWiHaC results in a strong and open collaboration between different airports for Bird Control Unit matters, a higher priority for wildlife issues on all levels of management and a greater respect for the daily work of the Bird Control Unit teams. Objectives Reduce the risk of collision with birds Safety Performance Indicator Number of bird strikes including turbine engine ingestion at the Belgian international airports (SPI-POR-02b) Note: the 12-month MA (Moving Average) is the Average calculated over the previous 12 months 24

Actions Action Number Action title & objective Owner Alignment EPAS Date OA06.01 Periodic exchange of experiences on 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. OA06.02 Organization of a refresher course Experience day wild life risk management for Bird Control Unit personnel Defence BCAA BAWiHaC - 2019 Objective: Personnel from all civil airports participates in a refresher course on Wildlife Risk Management to acquire an impact on the competence and motivation of the BCU personnel. 25

GENERAL AVIATION This area includes aerial work and GA operations performed by aeroplanes and helicopters as well as operations performed by gliders, balloons and microlights. OA07: AIRSPACE INFRINGEMENTS Description Airspace infringement 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. Airspace infringements by GA aircraft into controlled airspace is an important safety risk. The BCAA sends for each reported airspace infringement a standard questionnaire to the pilot. The BCAA then performs an in-depth statistical analysis of the questionnaires to gain insight into the possible hazards that can lead to airspace infringements in the Belgian airspace. The analysis of the reported incidents clearly indicates that most of the infringements are committed by General Aviation flights. Objectives Increase safety by reducing the risk of mid-air collisions and airspace infringements Safety Performance Indicator Number of Belgian airspace infringements caused by General Aviation flights (SPI-ANS-06c) Note: the 12-month MA (Moving Average) is the Average calculated over the previous 12 months 26

Actions Action Number Action title & objective Owner Alignment EPAS Date OA07.01 Raise awareness of general aviation pilots by periodically reviewing and communicating the aviation safety information leaflet on the analysis of airspace infringement occurrences BCAA/ S-MAS MST.016 Continuous Objective: To periodically analyse the reported airspace infringement occurrences and to revise and communicate the aviation safety information leaflets on the prevention of airspace infringements for raising awareness of the risks involved with this type of occurrence and for providing correct information to general aviation pilots to avoid airspace infringements in the Belgian airspace. OA07.02 Making of a video clip on the prevention of airspace infringements in the Belgian airspace BCAA EASA SPN MST.016 2018 Objective: To avoid airspace infringements in the Belgian airspace committed by general aviation flights. The BCAA contributes to the implementation of a pan-european Safety Promotion campaign on preventing airspace infringement and reducing the risk of MAC including awareness of the Belgian airspace complexity and the use of technology in cooperation with the EASA SPN. 27

OA08: AIRCRAFT UPSET IN FLIGHT (LOSS OF CONTROL) Description Aircraft upset or loss of control is the most common accident outcome for fatal accidents in GA airplanes operations. This topic addresses subjects such as flying skills, pilots awareness and the management of the upset or stall at take-off, in flight, or during approach and landing, flight preparation, aborting take-off and going around. Staying in control prevents loss of control accidents. Loss of control usually occurs because the airplane enters a flight regime outside its normal envelope, thereby introducing an element of surprise for the flight crew involved. Objectives mitigate the risk of loss of control Safety Performance Indicator Not yet applicable Actions Action Number OA08.01 Action title & objective Contribute to the EASA SPN campaign on staying in control Owner BCAA/S-MAS EASA SPN Alignment EPAS Date MST.004 Continuous Objective: To contribute to the EASA campaign on staying in control by systematically informing general aviation pilots on the availability of new safety promotion materials on the EASA website covering topics such as aircraft performance, flight preparation and management, role of the angle of attack, upset and stall avoidance and recovery, and startle and surprise management. OA08.02 Development of an ASIL on Aircraft Wake Turbulence BCAA/S-MAS MST.004 2018 Objective: To provide basic information on wake vortex behavior, alerts pilots to the hazards of aircraft wake turbulence, and recommends operational procedures for pilots to avoid or deal with wake turbulence encounters. The Belgian certified airports are frequented by aircraft of the HEAVY and since recently of the SUPER wake turbulence category. OA09: RUNWAY INCURSIONS CAUSED BY GENERAL AVIATION See action OA03.03 regarding the development of safety promotion material on the prevention of runway incursions. 28

EMERGING ACTIONS (EA) This chapter addresses already emerging issues as well as issues that could potentially emerge in the immediate or near future. Considering safety issues derived from operations or regulations that have not been fully deployed, it incorporates a forward-looking element in BPAS. EA01: UNMANNED AIRCRAFT SYSTEMS Description The popularity and application of Unmanned Aircraft Systems (UAS) more commonly known as drones - continues to grow. According to the EPAS, the number of drones within the EU has multiplied over the last two years. The use of UAS represent an 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 either for leisure or aerial work. The lack of harmonised rules at EU level makes UAS operations dependant on an individual authorisation by every Member State, which is a burdensome administrative process. To remove restrictions on UAS operations at EU level, so that all companies can make best use of the UAS technologies to create jobs and growth while maintaining a high and uniform level of safety, EASA has developed new regulatory material. The BCAA is strongly involved in the review of the future UAS regulations. The BCAA published a Royal Decree regulating the use of UAS in Belgian airspace for professional purposes (aerial work and air transport) and developed an Aviation Safety Information Leaflet (ASIL) to inform on the existing national regulation, highlight the associated risks related to professional drone flying and to provide guidance on the preparation of such flights. The national regulation sets out the rules of the air, the rules for registration of UAS, 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 operations in Belgian airspace, based on an operation-oriented and risk based approach. The BCAA is aware of the need to continuously advise the public of the hazards involved in flying these UAS. Therefore, the BCAA launched a campaign in 2017 to encourage recreational users for flying their drones in a safe manner. A video, posters, banners and flyers were developed, communicated and published. The BCAA is a member of the EASA SPN and shall contribute to the European Safety Promotion on civil drones. This campaign shall coordinate European activities to promote safety operation of drones to the general public. The ANSP service provider and the BCAA have publicly made available a web application to manage the Belgian airspace for drones and to communicate directly with drone pilots in the field. Drone Pilots will in a future version also be able to directly plan their operations through an interactive map, to notify flights and to apply for derogations. This will allow authorities to keep track of the drone traffic. Objectives Fewer accidents, serious incidents or occurrences because of conflict between an UAS and another aircraft in Belgian airspace Safety Performance Indicator Number of reported UAS occurrences 2013 2014 2015 2016 2017 1 1 11 24 24 29