Flight Safety Part 1

Tony Licu
Chairman of the Conference

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

Catalin Radu
President of ECAC

Eleni Geroudakis
Ministry of Communications and Works of Cyprus

Flight Safety Foundation South East Europe Conference

Is there a need for coordinated contingency and
emergency plans by airports, airlines and ANSPs
Bucharest, 18 November 2011

OPENING REMARKS
Tony Licu
antonio.licu@eurocontrol.int
Head of Safety
Directorate Network manager
EUROCONTROL

The European Organisation for the Safety of Air Navigation

All ATM disruptions are not crisis

 ATM/ATFCM/Aviation is made of daily disruptions

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

 Critical major crisis (major network and global impact)

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

8

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

9

Britain 2011-2011 winter crises

Fukushima – Daiichi Nuclear disaster

Cyber attacks - W32.STUXNET, March 2010

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

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

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

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

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

• How can we make the difference ?

The ICAO policies on contingency and emergency
response planning

Carole Stewart
Regional officer ICAO Europe

International Civil Aviation Organization

ICAO Policies on Emergency Response
and Contingency Planning
Carole Stewart-Green
Regional Officer, ANS Implementation (ATM)
18 November 2011

Flight Safety Foundation Regional Seminar
Bucharest, Romania

ICAO Policies

• Standards and Recommended Practices
(SARPS) detailed in Annexes to the Convention
on International Civil Aviation
• Procedures for Air Navigation Services (PANS)
which complement SARPS
• Regional Air Navigation Plans, including
procedures documented in Regional
Supplementary Procedures
• Manuals to assist States to implement SARPS

Flight Safety Foundation Regional Seminar – 18 November 2011 - Bucharest, Romania 41

References

• Annex 2 - Rules of the Air
– Together with the SARPS of Annex 11, govern the
application of the Procedures for Air Navigation
Services — Air Traffic Management (PANS-
ATM, Doc 4444) and the Regional Supplementary
Procedures
– Applies without exception over the High Seas


References

• Annex 6 – Operation of Aircraft
– operation of aeroplanes by operators authorized
to conduct international commercial air transport
operations
– Includes scheduled international air services and
non-scheduled international air transport
operations for remuneration or hire


References

• Annex 11 - Air Traffic Services
– Air Traffic Control Service, Flight Information
Service and Alerting Service
– Establishment of airspace, units and services
necessary to promote a safe, orderly and
expeditious flow of air traffic
– Together with Annex 2, purpose is to ensure that
flying on international air routes is carried out
under uniform conditions designed to improve the
safety and efficiency of air operation


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

• Airport Services Manual (Doc 9137)
Part 7 Emergency Planning
– pre-planning for airport emergencies
– co-ordination between the different airport agencies (or
services) and those agencies in the surrounding community that
could be of assistance in responding to the emergency
– material on how an agency is to carry out its particular functions
such as those of the rescue and fire fighting services or air traffic
control service are in specific documents concerning these
specialties

Project title (Insert, Header & Footer) 45

References

• Annex 17 - Security
– Safeguarding international civil aviation against
acts of unlawful interference

Project title (Insert, Header & Footer) 46

References

• Procedures of Air Navigation Services – Air
Traffic Management (PANS ATM, Doc 4444)
– complementary to the SARPS contained in
Annex 2 and Annex 11
– supplemented when necessary by regional
procedures contained in the Regional
Supplementary Procedures (Doc 7030)
– mainly directed to ATS personnel, but flight crews
should be familiar with some of the procedures


References

• Safety Management Manual (SMM)
(Doc 9859)
– provides States with guidance to develop the
regulatory framework and the supporting guidance
material for the implementation of safety
management systems (SMS) by service providers
– provides guidance for the development of a State
safety programme (SSP), in accordance with the SARPs
contained in Annex 1, Annex 6, Annex 8, Annex 11,
Annex 13, Annex 14


References

• Emergency response planning is mainly
addressed in Annex 6, Annex 11, Annex
14, the Safety Management Manual and the
Airport Services Manual
• Contingency planning and procedures are
mainly addressed in Annex 2, Annex 11, Annex
17 and the PANS ATM
• Numerous ICAO documents and circulars on
specific subjects and functions


Emergency Response Planning

• Annex 11 requires States to establish a State
safety programme (SSP)
• Part of SSP is to require ATS providers implement
a Safety Management System (SMS)
• Framework for implementation of SSP and SMS is
provided in the Safety Management Manual
• Minimum requirements for SMS include
coordination of emergency response planning



• Annex 6 requires operators and approved
maintenance organizations to develop an
Emergency Response Plan (ERP)
• ERP provides for the orderly and efficient
transition from normal to emergency operations
and the return to normal operations
• ERP shall be properly coordinated with the
emergency response plans of those organizations
it must interface with during the provision of its
services



• Safety Management Manual applicable to all
service providers
– approved training organizations
– aircraft operators
– approved maintenance organizations
– organizations responsible for type design and/or
manufacture of aircraft
– air traffic service providers
– certified aerodromes



• Emergency Response Plan(ERP) outlines what
actions should be taken following an accident and
who is responsible for each action
• ERP should ensure an orderly and efficient
transition from normal to emergency operations
• Overall objective is the safe continuation of
operations or the return to normal operations as
soon as possible
• Any organization supporting flight operations
should have an ERP



• ERP should be in the form of a manual
• Safety Management Manual, Appendix B
provides detailed guidance concerning the
following areas which should be addressed in the
ERP:
– Governing policies, Organization, Notifications, Initial
response, Additional assistance, Crisis Management
Centre, Records, Accident site, News media, Formal
investigations, Family assistance, Post-critical incident
stress counselling, Post-occurrence review



• Operators’ ERPs should be coordinated with
airport emergency plans
• Checklists should form an integral part of the
operations manual or emergency response
manual
• Training and exercises necessary to ensure
capabilities match the plan and to reveal gaps
or deficiencies



• Airports develop airport emergency plans
• ATS providers develop contingency plans
• Airlines develop an emergency response plan
• The coordination of these plans should be
described in the SMS manual of each
organization


Contingency Procedures

• Annex 2, Annex 11 and the PANS ATM include detailed
procedures related to contingency events related to
flight operations
• Includes flight crew procedures and ATS procedures
• Flight crews should be aware of the detailed
procedures in Chapter 15 of the PANS ATM related to
– Unlawful interference and aircraft bomb threat
– Emergency descent
– Special procedures for in-flight contingencies in oceanic
airspace
– Weather deviation procedures
– Air-ground communications failure


Contingency Planning

• Annex 11 requires ATS authorities to develop and
promulgate contingency plans – detailed
guidance is in Attachment C
• Annex 17 requires States to develop contingency
plans to safeguard civil aviation against acts of
unlawful interference
• Appropriate measures must be taken for the
safety of passengers and crew of an aircraft,
which is subjected to an act of unlawful
interference, while on the ground until their
journey can be continued



• To assist in providing for the safe and orderly
flow of international air traffic in the event of
disruptions of air traffic services and related
supporting services
• To preserve the availability of major world air
routes within the air transportation system in
such circumstances
• To ensure access to designated aerodromes
for humanitarian reasons



• Disruptions in one portion of airspace affect
adjacent areas
• International coordination required
• International organizations such as IATA and
IFALPA are valuable advisors
• ICAO’s role is to facilitate or initiate the
necessary coordination



• State(s) responsible for providing ATS and related
supporting services is (are) also responsible, in the
event of disruption or potential disruption of these
services, for instituting measures to ensure the safety
of international civil aviation operations
• Where possible, provisions must be made for
alternative facilities and services
• Contingency plans should be developed in consultation
with other States and airspace users concerned and
with ICAO, as appropriate, whenever the effects of the
service disruption(s) are likely to affect the services in
adjacent airspace



• Timely introduction of contingency arrangements
essential if hazards to air navigation are to be avoided
• States should:
– Prepare general contingency plans for foreseeable events
(industrial action, labour unrest)
– Assess risks due to military conflict or unlawful
interference
– Review likelihood and possible consequences of natural
disasters or public health emergencies
– Monitor developments
– Designate or establish a central full time agency to provide
up to date information



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



• Contingency plan may include (continued)
– Procedures for temporary re-assignment of
responsibility for providing ATS
– Special in-flight procedures
– Increased separation standards
– Procedures for controlling access to contingency
area(s)



• NOTAM of anticipated or actual disruption of
air traffic services and/or related supporting
services
• NOTAM should include the associated
contingency arrangements
• If disruption is foreseeable, advance notice
should not be less than 48 hours
• NOTAM of discontinuance of contingency
measures and reactivation of normal services


Regional Resources

• Volcanic Ash Contingency Plan – EUR and NAT
Regions (www.paris.icao.int)
• ATM Operational Contingency Plan – NAT
Region (www.paris.icao.int)
• EUROCONTROL Guidelines for Contingency
Planning of ANS (Including Service Continuity)
and associated Reference Guide
(www.eurocontrol.int)


Thank you!

Questions?

Carole Stewart-Green
cstewart@paris.icao.int


Regulatory Framework of the European Union

Jose-Luis Penedo
Policy Officer EASA

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

José Luis PENEDO DEL RIO
Policy Officer, Executive Directorate, EASA

Bucharest, 18.11.11

Outline

 Context: EU-EASA system
 EASA status
 EASA Role
 EASA Tasks
 EASA Internal Crisis Coordination Cell
(ICCC)
 Past Emergencies
 EASA emergency/crisis response tools
 Way Forward: drivers for action

28/11/2011 70

EU-EASA system

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

 1 system - different actors – different roles

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

28/11/2011 71

EASA status

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

 Preparing the necessary proportionate rules
 Overseeing their actual implementation

 Legal, administrative, regulatory and financial
autonomy

28/11/2011 72

EASA Role

 EASA centrepiece of the EU Aviation Safety
Framework based on a common total system
approach.
 EASA provides for harmonised safety standards in
all aviation domains
 EASA remit as the safety regulator of global
aviation covers:
 Airworthiness
 OPs
 Licencing
 SES (ATM/ANS)
 Aerodromes

28/11/2011 73

EASA Tasks

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

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

 Executive measures (decisions):
 Certification of type-design of aeronautical products and approval of
organisations: Ensure their continued airworthiness
 Enforcement of EU (hard law): suspension, revocation, limitation of
approvals
 Standardisation of National Aviation Authorities

28/11/2011 74

EASA emergency/crisis approach:
Internal Crisis Coordination Cell (ICCC)
 Purpose of the ICCC is to determine and coordinate EASA
actions in emergency/crisis situations. Rules of procedure
establish its functioning.

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

 The ICCC is empowered to take decisions in the following
areas as response to the crisis/emergency:
 Internal and external communications
 Coordination with external parties
 Allocation and deployment of staff
 Exceptional expenditure
 Safety measures

28/11/2011 75

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

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

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

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

28/11/2011 76

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

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

 EASA will ensure coordination with relevant organisations and competent
authorities.

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

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

28/11/2011 77

Internal Coordination is key

 Internal Coordination:
 EASA Certification provides engineering
information
 EASA Safety Analysis accident and
background information
 Other EASA Departments on an “as
needed” basis

Result:
Coordinated decision making and response

28/11/2011 78

Past Emergencies

 Aircraft Accidents/ Incidents
 Examples:
AF 447
Dash 8 Q400
Qantas A380 Engine Failure

 Other aviation related events:
 Volcanic Ash

28/11/2011 79

EASA emergency/crisis response tools

 Rulemaking actions:

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

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

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

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

28/11/2011 80


 Safety Information Bulletins (SIB):

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

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

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

28/11/2011 81


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

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

28/11/2011 82

Way forward: drivers for action

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

 Further enhance cooperation state to state and
state to relevant European institutions/bodies
 Rapid provision of simplified and reliable
information
 Participation of Industry is important
 Accellerate implementation of SES
 Training
 Common global approach and effective decision
making mechanism (ICAO initiatives)
28/11/2011 83

Thank you very much
for
your attention

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

Mrs. Claudia Virlan
Director General of Romanian CAA

ROMANIAN CIVIL AERONAUTICAL AUTHORITY

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

Presented by
Claudia VÎRLAN, Director general

Flight Safety Foundation Regional Seminar, Bucharest, ROMANIA, 18 November 2011 86

Motto:

“PREPARE FOR THE WORST BUT HOPE
FOR THE BEST”

Benjamin Disraeli (1804-1881),
British prime minister and novelist


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


Our national environment
Ministry of Transport Service and/or Product Provider Organizations under
and Infrastructure the authority of Ministry of Transport
• Air Operators – TAROM
(State Authority for Civil • Airports – LROP, LRBS, LRTR, LRCK
Aviation) • Air Navigation
Service Providers – ROMATSA

Air Club of Romania
ROMANIAN CIVIL (Sports and Leisure Aviation)
AERONAUTICAL Superior Aviation School
AUTHORITY (Approved Training Center)
(Safety Authority for
Civil Aviation) Aeronautical Industry

Private Service and/or Product Provider
Organizations


Our national environment
 The Romanian CAA was established by
Government Decision no. 405/1993;
 The role according to the aforementioned
decision is to assure the application of national
regulations, to issue procedures and instructions
for the application of these regulations;
 The CAA became the technical specialized body
of the MoT by delegation of competences.


Oversight of contingency plans
• Capability to
continue with the
provision of air
navigation
services whatever
the circumstances;
• Readiness to act
in the unfortunate
event;


The requirements for Air Traffic Services are set
by national regulations:
 ICAO Annex 11 – Air Traffic Services (RACR-ATS)
 cap. 2.30 – Contingency arrangements
 Attachment C - Material relating to contingency planning

 ICAO Doc. 4444 – PANS-ATM (PIAC – ATM)
 cap. 8 - ATS surveillance services, 8.8 – Emergencies,
hazards and equipment failures
 cap. 15 – Procedures related to emergencies,
communications failure and contingencies

The requirements for Air Navigation Services are
set at European level:
 Regulation (EU) No 1035/2011- common
requirements:
 Annex 1, pct. 8.2 – Contingency plans
 Regulation (EC) No 1108/2009:
 Annex Vb – Service provision shall not be undertaken unless
the service provider shall establish and implement a contingency
plan covering emergency and abnormal situations that may
occur in relation to its services;


Mechanisms to ensure acceptability and
conformity with the defined requirements:
 existence of contingency plans;
 verification if refers to all provided services;
 verification if the contingency and emergency plans
comply with applicable regulatory requirements
 objective evidences about the implementation;
 verification if the personnel is aware about the contingency
arrangements;
 verification if the personnel is trained in regard to
contingency arrangements;

 The approval of the contingency plan is part of
the certification process and ongoing
supervision;
 It is treated in a specific chapter of the audit
report;
 The State can be held liable for lack of proper
oversight.


Oversight of emergency plans
• Incidents, accidents
or medical
emergencies
interfere with the
normal functioning
of the airport
• A plan is needed for
every type of
emergency, accident
or incident possible


The requirements for Airports are set by national
and European regulations:
 ICAO Annex 14 – Aerodromes, vol. 1: Aerodrome
Design and Operation (RACR-AD-AAC)
 cap. 9, Section 9.1 – Aerodrome emergency planning
 Regulation (EC) No 1108/2009:
 Annex Va –The aerodrome operator shall establish and
implement an aerodrome emergency plan, covering emergency
scenarios that may occur at the aerodrome or in its
surroundings. This plan shall be coordinated, as appropriate,
with the local community emergency plan;

 existence of Airports emergency plans;
 verification if the emergency plans comply with applicable
regulatory requirements
 objective evidences about the implementation (including
exercises records);
 verification if the personnel is aware about the emergency
arrangements;
 verification if the personnel is trained in regard to
emergency arrangements;

 verification
if the Airport Emergency Plan is
coordinated with the Airport Security Plan and the
Regional/Community Emergency Plan;
 Evaluation of the operational activities;
 Evaluation of the rescue and fire fighting sevices;
 SMS implementation analysis (Coordination of
emergency response planning)


Oversight of medical emergency
plans
 The procedures regarding medical emergencies, either
in-flight or in the airport, are implemented both in the
airport’s emergency plans and in the airliner's manual;
 These procedures are being reviewed yearly or even
more frequently, if the situation demands it, by the CAA’s
inspectors for aeronautical medicine and human factors;
 The stakeholders are requested to test this plans
through either real life or just table top exercises, for
constant improvement;

10

Oversight of medical emergency
plans
 Every international airport in Romania has an agreement
with regional public health authorities regarding the
appropriate actions for prevention of spreading of
communicable disease;
 The terms of the agreement are evaluated yearly by the
public health authorities in regard with specific guidelines
from WHO (World Health Organization);
 There are preliminary discussions to create a national
plan for preventing of spreading of communicable
disease through air travel with all the stakeholders
involved
10

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

10

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

10

 The European Aviation
Crisis Coordination Cell
(EACCC):
 Facilitate management of
crisis situations affecting
aviation in Europe
 Activated when circumstances
beyond normal environment of
ops are evident

10

 FAB operation:
 Relations or conclusion of
agreements with
neighbouring States, for
coordination purposes
 NSAs agreement on
oversight

10

Conclusions
 Contingency/Emergency policies, concepts and
plans can provide a view of what the situation may
look like following an event, but all actors must be
ready and prepared to act in the unfortunate
event;
 The values: assures customers, builds confidence,
helps to protect and enhance reputation, protects
people and assets, contributes to safeguarding
national infrastructure and supports international
networks.
10

ROMANIAN CIVIL AERONAUTICAL AUTHORITY

Thank you!

Any questions?

10

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

Sid Lawrence
EUROCONTROL

Flight Safety Foundation
18 November 2011
Bucharest

Developing and deploying contingency and
emergency plans

Richard “Sid” Lawrence
EUROCONTROL

EUROCONTROL Guidelines

Released 2009

Scope

• Lessons Learned/Key Points
• Contingency v Emergency
Planning
• Structured Approach
• Organisational aspects
• Policy
• Planning process
• Assurance
• Promotion

Scope - National, Regional, Global

Summary of Key Points/Principles

What is Contingency? - ICAO

• ICAO Annex 11, Chapter 2, Attachment C
“Air Traffic Services shall develop and promulgate
contingency plans for implementing in the event of
disruption, or potential disruption, of air traffic services
and related supporting services in the airspace for which
they are responsible for the provision of such services”

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

What is Contingency? – EU and National

• Regulation (EC) No 1038/2011, 8.2
“…an air navigation service provider shall have in place
contingency plans for all services it provides in case of events
which result in significant degradation or interruption of their
operations.”

• Regulation (EC) No 1108/2009: Annex Vb
“Service provision shall not be undertaken unless the service
provider shall establish and implement a contingency plan
covering emergency and abnormal situations that may occur in
relation to its services.”

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

• National rules

What is Contingency? - Contingency Life-
Cycle

Safety Business
driven driven

State Civil & Military Airports
Authorities
Consultation
ANSP
Airspace Users
Promotion Policy Policy
on
Contingenc
y
Contingency Process

Execution
Operational
&
Assurance
Plan Concept
for Contingency

Achievement

Contingency
Plans

1. Policy

Organisation 2. Operational Concept for
Contingency
State Authorities , Military
Authorities, Airspaces Users,
Airports

3. Establish the Requirements of Contingency
Measures

4. Assemble the ANSP Contingency TF/Team
4.1 Secure Team Resources
4.2 Secure Budget of Contingency Planning

5. Liaise with Key Actors

5.1 Key 5.4 Critical 5.6 Other
5.2 Military 5.3 External ANS 5.5 Appropriate
Personnel in infrastructure National
Authorities Suppliers Local Authorities
ATM suppliers Agencies

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

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

8. Prepare the ANSP organization for
executing contingency

9. Change Management (e.g. impact on
Contingency Plan
of new system , new procedures

Policy – General Considerations

Policy – Setting the Requirements for ATM Contingency

State
Requirements: (Rule-maker)
• Safety
• Security
• Capacity & Flight efficiency
(if relevant)
• Environment (if relevant)

Consultation

Airspace Users
ANSP & Airports

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

Policy – ANSP Considerations
Policy
on
Contingenc
y

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

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

Operational Concept – Reconciliation
State
Policy
on
Contingenc
y
Consultation
process
Airspace Users
ANSP
ANSP
Airports

Operational
Concept
Strategies

€
Economics

Risks/Hazards

Operational Concept – Elaboration - Gap Analysis

Old New

• Changes
• Justified
? • Pros & Cons
• Is it Safe?

Requirements
review ?

Planning

Generic Contingency Planning Process

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

List possible causes of disruption

(watch keeping & updates of plans)
Keep realistic ones

Change Management
Check existing plans (are they suffficient?)

Plan Contingency measures
(New or Amendments)

Plan measures for Recovery back to Normal

Document Contingency plans

Uniqueness- One Size Doesn’t Fit All

Planning Considerations – Testing/Exercising

Planning Human Considerations – Training, Licensing

Decision Time
„Go, No Go‟ for
Who makes
Service
the call?
Continuity

Promotion

Awareness: Disclosure:
Confidence Commercial
“Peace of V Security
Mind”
“Need to know”

Promotion - EUROCONTROL Guidelines

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

Functional Airspace Blocks (FABs)

• Contingency remains a
national responsibility.
• But more cross- border
activity likely to mean
• Closer harmonisation of
contingency planning and
execution in the future.

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

• May 2010 - only some 7,000 flights lost

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

• May 2011- Volcex, revised approach adopted

• 21st May – ash plume up to 20km

• DNM volcanic ash procedure activated –
NOP Portal, teleconferences

• 22nd May - EACCC activated

• Impact: Iceland, Scandinavia, UK, Germany

• ~900 flights cancelled

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

Coordinate management of response to the
network crisis affecting aviation in Europe

EACCC Activated when circumstances beyond
normal environment of ops are evident
Airlines
Members
Airports ANSP
Military

State focal
points
Network Manager

Special Cases

• Volcanic Ash
• Nuclear (IAEA)
• Industrial Action
• Common failure modes (software,
hardware, avionics)
• Pandemic and Public Health

CAPSCA - ICAO Global level collaboration?
Cooperative Arrangements for the Prevention of Spread
of Communicable Disease through Air Travel

• Public Health and Pandemics.

• International Health Regulations (IHR) - Require a
whole of aviation, whole of society approach.
• ICAO Assembly resolution 42/1–2010 requires
national preparedness plan for aviation.
• CAPSCA initiated by ICAO in Asia/Pacific Region in
2007 (following H5N1 ‘bird flu’).
• All ICAO Regions covered – CAPSCA Europe 1st
meeting September 2011 in Paris.

NEW this
week !

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

Summary of Key Points/Principles (1)

• Know your Business: Think end-to end services
• Understand contingency: What do you understand it to mean?

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

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

• Obligations: Know your responsibilities and liabilities.

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

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

• Flexibility: Up to date, change proof.

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

Summary of Key Points/Principles (2)

• Top-down meets bottom-up: Use the ‘shop floor’ to find solutions and workarounds.
• Similarity: Mirror normal operations as far as practicable.

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

• Speciality: Special cases need special attention.

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

• Practice: Training, Exercising, Testing.

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

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

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

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

• UK Resilience
http://www.cabinetoffice.gov.uk/ukresilience

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

• EUROCONTROL – Just Culture Guidance Material for Interfacing with the
Media (includes Crisis Management section)
http://www.eurocontrol.int/esp/public/site_preferences/display_library_list_public.html#7

Questions

Thank you for your attention

Any questions?

Richard.lawrence@eurocontrol.int

Flight Safety Part 1

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