Prior to the Transport Council of December ETF and the other Professionnal Staff Organisations are giving their views on the actual need and the future of the Single European Sky. The voice of the workers of the european ATM industry needs to be heard.
As representatives of the ATM workers directly involved, we request that there is a pause in the non-achievable targets of the performance scheme. However, we recommend that the SES initiatives focus on realistic and
implementable projects with benefits that can be linked to achievable performance scheme targets. We also demand that the industry and the EU work on common standards that will improve the strongly needed
interoperability of our systems.
Finally, as it started in the EASA, the social impact of any further regulation should be assessed in detail, in order to avoid the mistakes of the past.
Following the report on the Future of the Single European Sky drafted by the ‘Wise Persons Group’ (WPG) created by the European Commission, the ETF deplores that the recommendations are oriented to please the airlines to the detriment of the other stakeholders. The ATM staff are more and more critical to the method which consists of listening mainly officials who have a business-driven sensitiveness against the quality of the service. For the ETF, it is clear that the safety and the security of the passengers and the non-flying citizens on ground are paramount.
The European Transport Workers’ Federation (ETF), which represents more than 15.000 Air Traffic Controllers and all the other categories of the Air Traffic Management (ATM) staff, noticed, for instance, that the Social Dialogue doesn’t exist for the ‘Wise Persons Group’ while it is indispensable to smoothly achieve all the changes proposed in the report. At EU level, the social partners can make recommendations to their members notably to create success stories through a good and genuine social dialogue.
The ETF is not rejecting a digital European sky by a progressive increase of the level of automation support, new technologies as well as the use of interoperable systems. Nevertheless, it is obvious that the modernisation of the European ATM leading to a new organisation of the work, especially at the workplace, needs to be carefully monitor notably through a change management process established together with the staff representatives at all levels. It is a pity that staff such as AIS/AIM had no representative in this WPG.
The ATM is a service of general interest and it is the ETF view that safety seems to play a marginal role for the WPG compared to other criteria such as economic performance. It is the case when the WPG proposes to set up an independent competent economic regulator which would oversee the performance of service providers. The ETF is totally opposed to such a body which will be lobbied by the airlines associations, without a public control.
At the same time, Eurocontrol would have more power as Network Manager (NM), with the risk of becoming a new monopoly, which is against the EU policy. The most important is that the WPG does not mention that the first mission of the NM is safety and not a creator of capacity. Strangely, they want to empower it for managing the capacities of the service providers but not towards the behaviour of the airspace users which is causing a lot of inefficiencies in the network.
In conclusion, the ETF calls the European Commission to organise a round table with all concerned parties to discuss this report in order to come to a more balanced approach. There would be a real added value to ask the opinion of all the EU ATM staff representatives to make the Single European Sky more efficient in the future.
The Signatories support the European regulatory authorities in producing a robust, harmonised, EU-wide regulatory safety framework that enables the safe, secure, efficient and fair integration of drones in the aviation system, and fosters broad public acceptance. Since the Drones Helsinki Declaration in 2017, which called for simple and performance-based rules for drones, significant progress has been made in developing and delivering a regulatory framework that will support the safe and sustainable growth of the drone industry. However, in order to facilitate the integration of drones in very low-level airspace (i.e. below 500 ft) and preserve the high level of safety in the entire European airspace, we jointly call to accelerate the implementation of the following measures.
1. Extensive public awareness campaign The general public, including recreational/occasional drone users, as well as commercial clients, must be aware of the safety risks, duties, liabilities, insurance requirements, responsibilities and third-party privacy issues associated with drone operations. These are essential requirements as lack of awareness and negligence could result in safety incidents and accidents. Therefore, more resources must be dedicated to this aspect of drone integration in the airspace.
2. Mandatory training and certificate/license relevant to operations The obligation for drone pilots to obtain a certificate or license aligned with EU regulation – depending on the properties, performance and features of the drone – creates awareness and mandates knowledge of the applicable regulations and restrictions as well as helping to develop the necessary skills. Practical training and theoretical knowledge requirements for unmanned aircraft pilots constitute an important safety net to prevent drone incidents or accidents. A solid knowledge and skills base is therefore a must, considering the complexity of the national and European airspaces and related aviation regulations. We are all one in the sky There is only one sky and all stakeholders, new and traditional, need to collaborate to keep it safe, secure, efficient and fair. The Signatories
Following the adoption of the new performance and charging regulation, the Commission is currently in the process of setting the targets for RP3. We have joined with the other PSOs in expressing our concern at the proposed targets. The targets are broadly more of the same that we saw in RP2 and will do nothing to ease the current capacity problems. The level of cost reduction required is worrying and we are having great difficulty in seeing just how capacity can be improved whilst making savings.
At the next Single Sky Committee meeting at the end of March, it is expected that the Member State representatives will vote on the proposed targets. We have, with the other PSOs, written to those state representatives expressing our concern and asking them to push for a modest rise in costs to help resolve the ongoing capacity problems.
The Professional Staff Organisations would like to take the opportunity to give our views on the ongoing process of the updating of the Single European Sky Performance and Charging Regulations.
The current PRB proposals for target setting and the last European Commission proposal on RP3 legislation leaves PSOs exasperated. We seriously question how these PRB recommendations and EC proposals can contribute to solve the current problems and to allow the safe and efficient flow of traffic in the European ATM system.
An urgent action plan is needed, with 2 fundamental pillars: providing sufficient safe capacity for summers 2019-2021 and recruiting sufficient Air Traffic Controllers, ATSEPs, needed for the implementation of SESAR technologies while maintaining legacy (existing) systems, and other expert ATM staff. This has to be properly supported by an appropriate performance framework that allows this to happen.
The PSOs turn to EU members states and call for them to be the guarantor of the integrity of the EU aviation sector by pushing for a swift and comprehensive recovery plan for the ATM industry and properly preparing for the medium-term future, involving all stakeholders.
We would urge member states to reject the current proposals.
Following decades of innovation in systems, technologies, procedures and safety management systems, the improvement of safety in operations in modern day industries relies to a significant extent on a good safety culture. The role of the human is deservedly getting more and more attention to take advantage of the opportunities for safety improvements.
The single most important part of a good safety culture has been recognised as Just Culture. This is an atmosphere of trust where employees feel naturally inspired to call to attention safety risks, even when they themselves may be implicated in the discovery of that safety risk. However it is also clear that unacceptable behaviour will not be tolerated.
It is this balance that results in the use of the word “Just”.
This document contains a set of guiding principles for implementing a Just Culture.
While many documents have been written about Just Culture, very few have actually addressed ‘how’ to achieve one. Achieving a Just Culture in any organisation is complex; it will generally take many years. The six air traffic management (ATM) partners for Just Culture (ATCEUC, CANSO, ETF, IFAIMA, IFATCA and IFATSEA) have developed a toolbox as a set of guiding principles that are universal and not limited to the aviation domain. Representing different actors of the organisational domain (employers, workers, professional staff organisations), it is believed that this guidance could be very valuable.
download Just Culture Toolbox Final