The Importance of Safety Management Systems (SMS) in ATM

1. SMS: the ATM insight presented by IFATCA

2. SMS/ATMintroduction An identified weakness is the way that different States have applied safety standards ICAO mandate for the use of SMS to standardize the approach to safety.

3. SMS/ATMintroduction • Management tool. • Positive safety culture. • Ownership of SMS must be seen to be inclusive of all staff. • Operational staff must be involved from the outset.

4. SMS/ATMintroduction • Interrelationships with other system elements. • Everybody working in aviation should have a basic knowledge of SMS. • Target Level of Safety, Risk Management, Functional Hazard Analysis and Mitigation should be familiar ones.

5. SMS/ATMintroduction • Non- punitive comprehensive reporting system(s) NOSS

6. SMS/ATMdiscussion NON-STATE ANSP’s PRESSURES = +SAFETY CONFLICT STATE ANSP’s PRESSURES = SAFETY CONFLICT Reduction of SAFETY LEVELS States must retain responsibility for ensuring that levels of safety achieved by the ATM service-provider are acceptable.

7. SMS/ATMdiscussion ANSP SAFETY OBJECTIVES SAFETY REGULATOR Requirement for safety regulators to be competent and experienced in the provision of ATM services.

8. SMS/ATMdiscussion Risk Management Process Hazard Identification Risk Risk Reduction Mitigation Safety Case

9. SMS/ATMdiscussion • Controller workload and use of Controller support tools must be examined carefully. • Mitigation should be subject to the hazard identification and risk management process and take into account all that includes the controller as mitigator.

10. SMS/ATMdiscussion • The introduction of capacity enhancements controller support tools. • Every change to an existing system or introduction of a new system should be accompanied by a documented safety assessment.

11. SMS/ATMDiscussion IFATCA believes: The safety regulator has a pivotal role to play in auditing service provider’s safety cases It is incumbent upon the service provider to assure the regulator that it meets both national safety requirements and his own requirements as derived from the SMS.

12. Introduction & Training Policy IFATCA supportsthe introduction of Safety Management Systems (SMS) for the purpose of ensuring a systematic approach to the reduction of risk within the ATM system.

13. Introduction & Training Policy ATM providers should be encouraged from the outset to utilise the available operational expertise already existing within their organisations when developing SMS.

14. Introduction & Training Policy ATM providers should make available training in safety related subjects such as hazard analysis and risk assesment for selected operational personnel to maximise the effectiveness of the SMS processes.

15. Normal Operations Safety Survey (NOSS) What is NOSS? Normal Operations Safety Survey (NOSS) is a tool for the collection of safety data during normal ATC ops. This tool is developed by ICAO and is the ATC equivalent of the Line Operations Safety Audit (LOSA) that is used in airline ops. Both tools are based on the TEM framework as developed by the University of Texas.

16. Normal Operations Safety Survey (NOSS) Where the aviation industry has built up an enviable safety record by learning lessons from the things that went wrong (i.e. incident & accident investigations), NOSS & LOSA explore the option to learn additional lessons from things that went well (i.e. operations that havent resulted in an incident or an accident, in other words the majority of operations)

17. Normal Operations Safety Survey (NOSS) In both NOSS and LOSA trained observers record specific items from the context in which ATC or flight ops take place. This by the way is wher NOSS and LOSA differ significantly from proficency checks: NOSS & LOSA look at the context, whereas in proficiency checks the focus is on individual persons.

18. Normal Operations Safety Survey (NOSS) NOSS SG 2004 "That ICAO initiate studies on the development of guidance material for the monitoring of safety during normal air traffic service operations, taking into account, but not limited to, the line operations safety audit (LOSA) programmes which have been implemented by a number of airlines.“ The task of the NOSS SG is to support the ICAO Secretariat in developing the ICAO NOSS Manual

19. Normal Operations Safety Survey (NOSS)

20. Normal Operations Safety Survey (NOSS) 2005 Completed ICAO Circular on TEM in ATC Available at (www.icao.int/anb/humanfactors) May/Jun 05 1st ever NOSS trials AUS / NZL Jan 06 NOSS trials YVR

21. Normal Operations Safety Survey (NOSS) I.E. AUSTRALIA First Trial – Brisbane A total of 52 observations were conducted over 2 weeks. All observations were conducted on Radar en – route and arrival sectors, totaling 14 sectors along the Australian East Coast. In total there were 5 observers; each observation lasted between 1 and 1 ½ hours and was done by a single observer

22. Normal Operations Safety Survey (NOSS) Monitoring Safety in Normal Operations must be seen as an integral element of a Safety Management System.

23. Normal Operations Safety Survey (NOSS) A Safety tool such as NOSS, shall meet the following conditions: • De-identified, confidential, and non-disciplinary data collection • Adequate feedback of the results to the controller • Joint management/controller sponsorship • Voluntary paticipation • Trained observers • Set targets of safety enhancements

24. THE END THE END THANK YOU!