Introduction

1. Introduction IFALPA International Federation or Air LinePilots Associations THE GLOBAL VOICE OF PILOTS • founded in 1948 from 13 associations • 94 member associations • more than 100.000 pilot members • located in Chertsey, UK • recognized at ICAO level ASAS TN page

2. The mission of IFALPA is to be the global voice of airline pilots, promoting the highest level of safety world wide and providing services, support and representation to all of ist member associations ASAS TN page

3. 11 Working Committees • Accident Analysis Committee AAC • Aircraft Design and Operation ADO • Airport Ground and Environment AGE • Air Traffic Services ATS • Dangerous Goods DG • Helicopters HEL • Human Performance HUPER • Industrial IND • Legal LEG • Security SEC • Subscr./Constitution/Membersh./Ins. SCAMPI ASAS TN page

4. ECA European Cockpit Association founded in 1991 19 member associations 31.827 flight deck crew 18 nationalities (EU and EEA) over 80 companies Chairman: T. Iversen, NorwayVice Chairman: Carlos Salas, Spain ASAS TN page

5. ECA - European Cockpit Association Austrian Cockpit Association Sindicato Espanol de Pilotos de Lineas Aereas Vereniging van nederlandse Verkehrsvliegers Irish Air Line Pilots Association Britisch Air Line Pilots Association Association Luxembourgoise de Pilotes de Ligne Luxemburg Belgian Cockpit Association Hellenic Air Line Pilots Association Sindicato dos Pilotos da Aviacao Civil Portugal Norsk Flyfeerbund Norway Vereinigung Cockpit, Germany Suomen Liikkeennelenttäjälii, Finland Syndicat national de Pilotos de Ligne, France Associazione Nazional Pilotos Aviazione Commerciale, Italy Premiar Cockpit Union, Denmark Vereinigung des Cockpitpersonals der Swissair Cimber Air Besaetningsforening, Denmark Maersk Air Pilots Association, Denmark Flywebranchens Personal Union, Denmark Svensk Pilotförening ASAS TN page

6. Introducing ECA ECA is first and foremost concerned with aviation safety The ECA ATM working group works in close coordination with the IFALPA ATS committee ASAS TN page

7. Ancient means of separation assurance • the human eye • Compass - fly heading • Altimeter - maintain altitude • Stopwatch -used for time based separation • ADF Bearing - Track Separation • VOR Radial - Track Separation • and more modern • FMS Navigation • RNP Navigation • RVSM ASAS TN page

8. NO means of separation assurance • TCAS last resort in case of loss of separation • TIBA mainly used over AFI • EGPWS „loss of precise lateral navigation“ ASAS TN page

9. Quote from IFALPA Annex 2, Attachment C IFALPA Manuals refer to ICAO manuals The basic purpose of air traffic rules and air traffic control is to prevent collisions with the least restriction on aircraft movements whilst providing safe, orderly and efficient use of navigable airspace. Adequate ATC systems should provide the basic service of separation between aircraft ASAS TN page

10. Quote from IFALPA Annex 2, Attachment C States should strive to establish an adequate ATC system as defined by ICAO standards and recommended practices. This ATC system is ground based and controller centered. Where such a system is not yet implemented, states should endevour to create one. The near term investment in ATC systems should be in efforts to continously improve this ground based, controller centered service. DRAFT POLICY 2001 ASAS TN page

11. Quote from IFALPA Annex 2, Attachment C Air traffic separation based solely on cockpit displays of traffic information may not constitute a safe mode of operation. The pilot community should not support the transfer of separation responsibility to pilots in any but the most regulated conditions. ASAS TN page

12. Quote from IFALPA Annex 2, Attachment C The possibility of pilot-induced mid-air collisions under an airborne-based separation scheme may represent an increased risk that has not been recognised by the developers of airborne separation procedures. For a multitude of human factors and technical reasons, the federation does not recognise the ability of flight crew to perform airborne based separatin on a safe and orderly basis. DRAFT POLICY 2001 ASAS TN page

13. Quote from IFALPA Annex 2, Attachment C Therefore, the federation believes that separation responsibility should remain with the controller on the ground and does not support the transfer of responsibility for separation to flight crew outside the scope of current air traffic rules DRAFT POLICY 2001 End quote from IFALPA Annex 2, Attachment C ASAS TN page

14. Question marks ??????????????????????????? • Certification ICAO, states, manufacturer • Equipment level of redundancy, HMI, MEL • Procedures separation minima applicable any form of hierarchie • Areas of application interface topics, FIR/UIR vs. Sector • Training flight crew, atc, dispatch ASAS TN page

15. Question marks ??????????????????????????? • recurrent checking • Mutual understanding between controllers and pilots • government oversight control, sanctions ASAS TN page

16. Conclusion IFALPA & ECA are prepared to contribute valuable input to Eurocontrol ASAS activities ASAS TN page

17. The high level of safety achieved in airline operations latelyshould not obscure the fact that most of the accidents thatoccured could have been prevented. This suggests that in many instances the safety measures already in place must have been inadequate, circumvented or ignored. • Aviation itself is not inherently dangerous. But to an evengreater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect • Insisting on perfect safety is for peolpe who don´t have the balls to live in the real world ASAS TN page

18. Thank You for Your attention ASAS TN page