Annual Safety Report 2014

Transcription

1 EUROCONTROL nnual Safety Report 214 Safety Regulation Commission SRC nnual Safety Report 214 I page 1

2 page 2 CHPTER 1:

3 TM SFETY PERFORMNCE GENERL CONSIDERTIONS The analysis of the TM safety performance contained in this report is based on the nnual Summary Templates (ST) containing the 213 data reported to the EUROCONTROL Safety Regulation Commission (SRC) by 36 Member States by the end of September 214. This level of reporting matches the record in respect of the number of Member States reporting within the deadline. Such an achievement was possible due to the continued effort of the national ST Focal Points (ST-FPs) and their advisors. TM-Related Incidents Following the constant increase in the total number of incidents reported by Member States during the previous years, the data submitted for 213 indicates a 17% decrease in the total number of TM related incidents. This could be the result of the work underway in a number of Member States to code occurrences and input them into the national databases, combined with an increased scrutiny of TM-related occurrences. In addition, a number of Member States have a considerable backlog of occurrences (TM and others) still to be processed. rrangements have been made with Georgia, the newest EUROCONTROL Member State, and Ukraine to start reporting the ST data at the earliest opportunity. lthough this report is based on the data received from the vast majority of ECC Member States, it is noted that two EUROCONTROL Member States have not submitted ST reports, as required. Total TM related incidents , ccidents with Direct and Indirect Contribution 1 8 Total 1,5 In 213, the safety data received via the ST reporting mechanism and the available information from ICO, indicate a total of 67 accidents, out of which 18 were fatal. lthough the traffic levels increased by.4% compared to the previous year, it is notable that none of the reported accidents had either a direct or indirect TM contribution (for accidents involving aircraft above 225 kg MTOM) , 5 ccidents in ECC with TM contribution and traffic levels aircraft above 225kg MTOM 2 Number of accidents Flight hours 2,, 15 15,, 1 1,, ccidents with direct + indirect TM contribution ccidents with direct TM contribution ECC traffic levels (25-212) 5 5,, SRC nnual Safety Report 214 I page 3

4 Despite the numerous SRC recommendations adopted by the Provisional Council during the last years, there is still a considerable shortage of resources available at national level to collect and code TM-related occurrences in a timely manner to enable ST report submission by the end of March and September each year. Similarly, the gency s resources supporting the SRC needs to be properly maintained to enable sustainable support to the ST reporting system and Member States. In addition, over the last two ST reporting sessions (September 213 and March 214), an increasing range of TM occurrence reporting and data problems have been identified. The issues encountered include; n incomplete TM occurrence data, n coding and classification (RT) problems/issues, n incorrect format(s), n occurrence data processing backlog, n invalidated data-sets, n transition issues to the new ECCIRS 5 version from either national database(s) or earlier ECCIRS applications/ versions to other TM data issues. In addition, it is noted that the incorrect coding of TM occurrences in ECCIRS databases by Member States is partly due to the complex taxonomy aspects and various changes in the system. EUROCONTROL and EC/JRC are trying to find sustainable solutions that will enhance TM occurrence coding. Furthermore, some Member States decided to stop coding occurrences in their databases. This has been identified as an area of immediate concern for meaningful safety analysis at national and European level and is a serious problem that impacts the overall reporting and analysis system being implemented in the European Occurrence Reporting Regulatory Framework. page 4

5 Reporting Levels The level of reporting is measured by normalising the total number of TM-related incidents reported by a Member State against the number of flight hours (movements for Runway Incursions). The number of TM-related incidents used in the analysis is derived directly from the ST reports submitted to the SRC. The level of reporting not only measures the reporting maturity, but also the effectiveness of the national safety data flows which allow the ST Focal Points to have all the data available for their reports. It is important to note that EUROCONTROL continues to provide support to Member States in this field, including the provision of tools and training for improving the data quality, completeness and consequently the safety data flows. The data for 213 shows a 17% decrease in the total number of incidents reported in comparison with 212, with the number of Member States reporting maintained at the record level of 36. Nevertheless, a number of Member States who filed an ST report for the given period will need to considerably improve the quality and completeness of the data submitted in future reporting sessions. Under-Reporting In 211, the subject of under reporting was brought to the attention of both the SRC and the Provisional Council (PC). Consequently, following a period of monitoring and measuring, it was observed that many Member States increased their reporting levels in comparison with previous years. However, in 213, we note a decrease of almost 17% compared to the previous years, which is comparable to the level of 21, despite the slight increase of the traffic levels (.4%). In addition, it is noted that, as in the previous years, a considerable gap continues to exist between the average ECC reporting rate and the Member States reporting the most data. The graph shows that, whilst the average ECC reporting rate has considerably improved over the last decade, it is still over 3.5 times lower than the average of the best 3 reporters, even if the Member States with the highest reporting rates are not taken into account. Last but not least, it is observed that the level of the average best 3 reporters decreased 3.7% compared with the previous year. Current vs. possible reporting levels Number of occurrences per million flight hours 7 6 verage best 3 reporters ( ) verage ECC rate Opportunity for Improvement SRC nnual Safety Report 214 I page 5

6 Severity Classification of TM Incidents ny safety analysis at national or European level is dependent upon a complete and consistent severity assessment, conducted by the Member State, in order to allow for full visibility to the actual levels of risk. Previous analysis of the severity of TM-related incidents reported through the ST mechanism showed that this is deteriorating. Consequently, a number of recommendations and an ction Plan were agreed by the SRC and approved by the Provisional Council. This included the continuous monitoring of the completeness of the severity assessment. Percentage of occurrences severity not classified or NOT determined 5% 4% 3% 2% 1% % SMI RWY IS UP CLR The graph above shows the number of TM-related incidents not severity classified for different types of incidents (including a number of previously identified key risk areas). Despite the obligation of EU Member States, as from the beginning of 212, to use the RT methodology for the severity assessment of occurrences in the context of the Performance Scheme Regulation (Commission Regulation (EU) No. 691/21), we notice an increase in the percentage of separation minima infringements not severity assessed from 5.1% in 212 to 7.4%. It should be noted that there is an important decrease from 14.1% in 212 to 9.5% in 213 in the number of separation minima infringements either not severity classified or severity not determined. This is even more important taking into account the increase in the overall number of separation minima infringements reported in the ECC airspace. However, the percentage of incidents not severity classified in 213 amounts to 24% of the number of reported events. If we add the occurrences where the severity is not determined (i.e. some data provided but insufficient to fully assess the severity), the percentage rises to over 3%. This is an improvement when compared to the previous year s data (43%). In conclusion, the number of incidents not severity classified, as reported through the ST mechanism, has shown a notable decrease compared with the previous year. Nevertheless, more effort should be put in place by the Member States to ensure that the number of TM related occurrences not severity classified, continues to decrease. The availability of adequate resources for coding reported TM-related occurrences and entering them into the national databases is critical for the analysis performed by each page 6

7 Member State and, in particular, for the quality of the overall analysis performed for the SRC, based on the output of the ST reporting mechanism. This is even more important when considering the ST output is the data source for the TM Chapter of ES s nnual Safety Review and the Performance Review ody s nnual Report. Separation Minima Infringements With respect to the severity of the reported Separation Minima Infringements (SMIs), serious incidents (severity class ) decreased in absolute numbers from 33 to 3, whilst major incidents (severity class ) decreased in absolute numbers from 258 to 232. ased on the submitted ST data-sets, a number of Member States will need to improve their occurrence coding, especially when we take into consideration the coding of another occurrence category - inadequate separation. The correct distinction is only possible after a full investigation of such occurrences. Thus, national data flows should be able to capture this information. Work is on-going to improve this area through the ST-FP Group. Separation minima infringements per million aircraft movements and severity Runway Incursions With respect to the severity assessment of reported runway incursions, the percentage of events not severity classified has dropped from almost 11% to 9% in 213. However, when combined with those occurrences for which severity was not determined (category D), the percentage shows a small increase compared to last year (from 13.2% to 15.8%). This is significant in the context of the Performance scheme for air navigation services and network functions (Commission Regulation EU No.691/21) taking into account the Member States responsibility to establish and monitor the severity of these types of events during the first reference period (RP1: ). However, EU Member States may choose not to apply the RT methodology for applicable occurrences in TS units with less than 5, IFR traffic movements. In such cases, the Member State is responsible for notifying the European Commission in writing about those units that are not bound by the Performance Scheme Regulation. Runway incursions per million aircraft movements and severity C E D Not classified SRC nnual Safety Report 214 I page 7

8 page 8 CHPTER 2:

9 PERFORMNCE SCHEME REGULTION ND SSOCITED KEY PERFORMNCE INDICTORS FOR SFETY Commission Regulation (EU) No. 691/21 laying down a performance scheme for air navigation services and network functions, defines three Key Performance Indicators (KPIs) for safety for the first reporting period RP1 ( ). These safety KPIs have been developed by the EC, ES and EUROCONTROL, in consultation with the Member States, and adopted by the EC. For the first reference period, no targets have been laid down for these safety KPIs. One of the safety KPIs is the application of the Risk nalysis Tool (RT) methodology for severity analysis to enable a harmonised assessment of Separation Minima Infringements, Runway Incursions and TM-specific occurrences. The ST mechanism provides the outcome of the application of the RT methodology for the severity assessment for these types of occurrences in EU Member States, Switzerland and Norway. In accordance with the above mentioned EC Regulation, the scope of the severity assessment shall be TM Overall (including TM Ground and TM irborne contributions) and indicated at the level of individual occurrence. The severity assessment by the RT methodology should not be limited to risk bearing occurrences (i.e. severities to C) but all reported Separation Minima Infringements, Runway Incursions and TM-specific occurrences. However, in most of the countries subject to Commission Regulation (EU) No. 691/21, the severity assessment of occurrences is performed by NS providers. They expressed technical difficulties in collecting the RTrelated data to cover the full scope (inc. TM airborne information) in accordance with the regulatory requirements. Therefore, it was accepted that, in such cases, the application of the RT methodology is limited to the TM Ground. To this end, from the start of the RP1, DPS/SSR has supported more than a dozen Member States in defining their national arrangements in respect of reporting the use of the RT methodology for deriving the severity of the occurrences. In addition, support was provided to Member States to familiarise themselves with using the methodology. This support work will continue throughout the second reference period ( ), with the view to improving the reporting of these safety KPIs. SRC nnual Safety Report 214 I page 9

10 Separation Minima Infringements Sixteen EU Member States reported the use of the RT methodology for the severity assessment of all reported SMIs. The scope of the assessment was TM overall in 12 Member States, whilst 4 Member States assessed the severity of all reported SMIs taking into account the TM Ground component only. Two Member States did not report any SMIs, hence this will lead to a blank return in the chart. Runway Incursions There are 14 Member States that severity assessed all reported runway incursions with the RT Methodology. The scope of their assessment was TM overall in 9 cases, whilst 5 Member States considered the TM Ground component only. TM Specific Occurrences In the case of TM-specific (technical) occurrences, the scope of the assessment can only be TM Overall. There are 15 Member States who have assessed the severity of all reported TM Specific (technical) occurrences using the RT methodology. Six Member States did not apply the RT methodology for any reported TM Specific (technical) occurrences. It is significant that, in some cases, although the NS Provider used the RT methodology, the information was not made available to the Member State s authorities responsible for the submission of data to EUROCONTROL. The overall situation is being monitored by DPS/SSR as part of the future reporting sessions. There is one EU Member State who did not apply the RT methodology for any of the reported runway incursions. In 2 additional cases, the use of the RT methodology was not applicable as there were no runway incursions reported. ll 3 cases led to a blank return in the chart. Runway Incursions 213 pplication of RT methodology for RI severity assessment % TM Ground % TM Overall 1% 75% 5% 25% % States page 1

11 213 pplication of RT methodology for technical occurrences severity assessment 1% 75% 5% 25% % States Separation Minima Infringements 213 pplication of RT methodology for SMI severity assessment % TM Ground % TM Overall 1% 75% 5% 25% % States SRC nnual Safety Report 214 I page 11

12 page 12 CHPTER 3:

13 213 ECC TM SFETY PERFORMNCE INDICTORS CCIDENTS Overall Numbers ased on the ST returns and the data available from ICO (covering all ECC States), there were 67 accidents reported. Eighteen accidents were fatal. For the second consecutive year, none of the reported accidents in 213 had either a direct or indirect TM contribution (for accidents involving aircraft above 225kg MTOM). ccidents in ECC with TM contribution and traffic levels aircraft above 225kg MTOM 2 Number of accidents Flight hours 2,, ccident Categories The graph below presents the number of accidents in the categories that are specifically tracked in the ST reporting system. The data for 213 shows that the most significant accident category is Controlled Flight Into Terrain (CFIT), with 14 accidents reported. The next category is Collisions on the ground between a/c and vehicle/person/ obstruction(s) (4). Number of accidents per category ircarft with MTOW above 225kg 15 Mid-ir CFIT GND acft-acft irborne- Ground GND actf-other Total 29: 66 21: : : : ,, 1 1 1,, 5 5,, ccidents with direct + indirect TM contribution ccidents with direct TM contribution ECC traffic levels (25-212) lmost two thirds of the reported accidents were put into the category Other. For future reporting sessions, the SRC will try to support Member States in improving the quality of accident coding in the national databases in co-operation with the Safety Investigation uthorities and other stakeholders. Overall, 18 accidents were indicated as being fatal. Fourteen of these were placed in the CFIT category; 3 events were Collisions on the ground between a/c and vehicle/person/obstruction(s) and one such accident is in category Other. None of the fatal accidents are indicated as having either a direct or indirect TM contribution. lthough the total number of accidents decreased slightly compared with the previous years, the number of fatal accidents amounts to over 25% of the total number of reported events. Total vs Fatal Number of ccidents Total 25 Fatal SRC nnual Safety Report 214 I page 13

14 INCIDENTS Serious incident Major incident C Significant incident E No significant safety effect D Not determined Not classified The classification of TM-related incidents is based on the severity of their effect on the safe operation of aircraft and occupants, as shown in this table (ref. SRC guidance documents EM 2 / GUI 1 and EM 2 / GUI 5 for more details). General Trends The data shows a 15% decrease in the total number of incidents reported in comparison to 212. When measured against traffic levels, the decrease is roughly 14%. significant decrease of over 4% in the number of serious incidents (severity class ) is observed in 213, whilst the number of major incidents (severity class ) decreased by just over 4.5% compared with the 212 data when measured against traffic levels. significant improvement was seen in the number of occurrences not severity classified, which decreased from over 11, to 3,, reaching a level comparable to the 28 figure. Despite the improvement, Member States need to continue making sufficient adequately trained resources available to deal with the reporting, investigation, storing, analysis and severity assessment of TM-related safety occurrences. To ease interpretation, incident-related performance indicators (the trends up to 213) are normalised based on millions of flight hours, except for runway incursions which are normalised based on millions of aircraft movements (departure and arrivals). There was a.4% increase in the number of flight hours in ECC States and about a 1.62% decrease in the number of arrivals/departures. One incident can be sub-categorised in more than one type of incident. For example, one incident can be categorised as a Deviation from TC Clearance, Level ust and Separation Minima Infringement. s opposed to accident analysis, there is no MTOM limit for the TM-related incidents. Total TM related incidents Occurrence per million flight hours and severity C E D Not classified Total TM related incidents Occurrence per million flight hours and severity page 14

15 Separation Minima Infringements The data reported shows an increase of over 16% in the number of reported SMIs compared with the previous year s figures. This increases to over 17% when normalised against traffic levels. With respect to the number of serious (Severity ) and major (Severity ) incidents, a small decrease is shown in severity (in absolute numbers 33 in 212 and 31 in 213), with the number of major occurrence (Severity ) decreasing, in absolute numbers, from 256 in 212 to 236 in 213). The number of SMIs not severity classified almost doubled in 213 compared to the previous year. This is due to the fact that in many Member States the severity assessment of the SMI is left with the NS Providers. Hence it is limited to those occurrences to which they had either a direct or indirect contribution. The percentage of SMIs not severity classified remains relatively low (7.75%) compared to the total number. Separation Minima Infringements 16 C E D Not classified Near Controlled Flight into Terrain (Near CFIT) The data indicates a significant decrease in absolute numbers (134 in 212 versus 53 in 213). In the risk bearing incidents, there were 2 serious incidents (severity ) reported in 213 compared with 1 in 212. The number of major incidents (severity ) also shows an increase compared to 212: from 6 to 9. n increasing trend is also observed in the number of severity C events (11 in 212 versus 2 in 213). It is interesting that this increasing trend in the risk bearing severity categories is accompanied by a significant decrease in those occurrences with no safety effect (from 49 in 212 to 8 in 213. In the light of this, it appears that the recurrence of higher severity events is increasing. Coincidentally, CFIT is the main category of accidents reported in 213. Finally, 25% of the Near CFITs reported in 213 were either not severity classified or classified as Severity D. This is an improvement compared to the situation in 212. The overall number of Near-CFIT occurrences has reached the level reported in 21. Near Controlled Flight Into Terrain 1 C E D Not classified Separation Minima Infringements Near Controlled Flight Into Terrain SRC nnual Safety Report 214 I page 15

16 INCIDENTS(cont d) Runway Incursions The data shows an increase of over 15% in the absolute number of such events. This may be due to the ST-FP Group s discussions on a number of runway-related scenarios in order to better classify the runway incursions as per the definition. In absolute figures, the number of serious (severity class ) runway incursions in 213 marginally increased from 12 events in 212 to 14. less significant increase (4.3%) is observed in the number of major events (severity class ), reaching the level of 211. However, the overall numbers for these severity categories are at the 211 level. The percentage of incidents not classified is 9% of the total number of occurrences, which is similar to the level of 212 (1%). The evolution of this important category of TM related events will be further monitored in 214 and beyond. Unauthorised Penetrations of irspace The data shows an important decrease of over 3% compared with 212. slight decrease in the number of serious incidents (severity class ) is noted (1 in 212 to 1 in 213), whilst the number of major incidents (severity class ) also decreased - from 5 in 212 to 37 in 213. The number of occurrences not severity classified has increased when compared with 212 from 8% to over 22% in 213. In addition, the number of category D occurrences (i.e. severity not determined) dropped significantly (from 353 in 212 to 35 in 213). Hence, the number of airspace infringements either not severity classified or severity category D remained at the level reported in 212. Runway incursions Occurrences per million aircraft movement and severity C E D Not classified Unauthorised Penetration of irspace C E D Not classified Runway incursions Occurrences per million aircraft movement and severity Unauthorised Penetration of irspace page 16

17 ircraft Deviations from TC Clearance The data indicates an increase in the total number for this type of occurrence of over 29%, in line with the trend of the previous years. If we take into account the traffic levels, the increase is 3.1%. For the number of risk bearing incidents (severity and ), a decrease is noted both for serious incidents (severity ) from 18 in 212 to 1 in 213 and major incidents (severity ) from 8 in 212 to 57 in 213. n increase of 66% is seen in the number of deviations from the TC clearance with no safety effect (Severity category E) compared with the previous year. dditionally, category C (significant events) increased by 24% when calculated against traffic levels. ircraft Deviation from TC Clearance 5 C E D Not classified Level usts The data shows a 35% increase, in absolute numbers (35.1% when measured against traffic levels) compared with the total number of incidents reported in this category in 212. This follows the trend of With respect to risk bearing occurrences, it is to be noted that the number of serious level busts (severity ) remains at the level of the previous two years (5), whilst the number of major events (severity ) has seen a decrease from 34 to 29. It is to be noted that in 4 out of 5 serious Level usts reported in 213, the event was followed by a loss of standard separation minima between the aircraft involved in the occurrence. Concerning the risk bearing level busts, it is to be noted that the serious and major events together amount to 3.1% of the total number of reported occurrences. The evolution of this type of TM occurrence will be closely monitored during future ST reporting sessions. Level usts 1 C E D Not classified ircraft Deviation from TC Clearance Level usts , ,5 1 2, SRC nnual Safety Report 214 I page 17

18 page 18 CHPTER 4:

19 OPERTIONL SFETY ISSUES This chapter provides an analysis and progress report on some operational safety issues that are currently under the focus of the SRC and its specialised working group (ST Focal Point Group). Occurences Involving Civil and Military ircraft Over the High Seas ICO nnex 11 lays down requirements for coordination and close cooperation between the Military and TS authorities as regards activities that are potentially hazardous to civil aircraft, whether over the territory of a State or over the High Seas. The coordination activities referred to should be regardless of whether the military and TS authorities belong to the same or different States. Following information on a serious incident in a Member State in 214, SRC asked its Members to provide information on occurrences involving civil and military aircraft over the High Seas. In particular, information was sought on events involving military aircraft flying without a filed flight plan, radio communications, transponder and (in case of night flights) navigation lights / anti-collision beacons. Recent cases have shown that, even if all parties concerned complied with relevant standards, routines, instructions, etc. civil TM cannot always follow military aircraft s movements, altitude, speed, course, etc. in detail. This poses clear dangers to civil aircraft with, e.g. marginal separation and unacceptable safety infringements. In the context of civil / military coordination, a stricter consideration of flight tracking for military aircraft whenever safety is at stake, could potentially avoid the occurrence of serious incidents (resulting from, e.g. evasive manoeuvring of aircraft on collision course) and, ultimately, accidents. Information was provided by ten EUROCONTROL Member States indicating the existence of an area of an emerging risk requiring specific attention. Notwithstanding the imbalanced geographic distribution of the replies, it appears that the number, and especially the severity of incidents, is the highest over the altic Sea. The relevant States all attribute this to the specific geopolitical situation in the area, the complexity of the airspace structure with several different FIRs and CCs and multiple national military coordination partners. Information was also received indicating the existence of concerns in other regions of Europe, but without allowing SRC to reach agreed conclusions. The single most important conclusion raised is that solid civil military arrangements and coordination procedures are the very key to reducing the likelihood of serious incidents or accidents involving civil and military aircraft over the High Seas. In its initial analysis of the information received, the SRC considers that there is room to improve those arrangements and consider the introduction of various mitigation measures intended to improve the information made available to pilots and controllers. dditionally, attention should be paid to the role played by Primary surveillance Radar (PSR) data in ensuring the visibility of aircraft wherever civil TM cannot always follow aircraft s movements in detail due to abnormal reasons. The SRC considers the issue of occurrences involving civil and military aircraft over the High Seas a most serious one, and one that requires further actions. Unauthorised Penetrations of irspace / irspace Infringements t its 34th Session, the Provisional Council agreed that States urgently implement, as a matter of priority, the provisions of the European ction Plan for irspace Infringement Risk Reduction. In addition, the Provisional Council noted the SRC s 211 Intermediate Safety Report, including the acceptance of a new recommendation for the PC to: Urge all remaining Member States to start the implementation of the agreed European ction Plan for irspace Infringement Risk Reduction, before the end of 211. Over the past years a wide range of actions, including support meetings, workshops and dedicated visits, have been undertaken by the gency in order to increase the awareness of the European ction Plan for this key risk area with the involvement of regulatory authorities, NSPs, Military, General viation (G) Community and other stakeholders. large number of Member States have already engaged in the implementation of their national/local implementation plans for the risk reduction of airspace infringements. EUROCONTROL continues to offer support and facilitation in this area. The overall objective is to have all Member States actively involved in the implementation of the ction Plan by the end of the agreed timeframe. Implementation monitoring will be conducted through the existing ESSIP mechanism. SRC nnual Safety Report 214 I page 19

20 The 213 data shows that the absolute number of Unauthorised Penetrations of irspace (UPs) decreased by over 3% compared with the previous year s data. The percentage of occurrences not severity classified, in absolute numbers, increased considerably compared with the 212 levels, from 8% to just over 22%. In this category, the number of serious incidents (severity ) decreased from 1 events in 212 to 1 in 213 in absolute figures. The number of major airspace infringements also decreased, in absolute figures, from 5 in 212 to 37 in 213. There is a close link between the risk associated with UPs and the numbers ending up in a loss of separation (LoS) - i.e. the opportunities that the infringing aircraft enters into conflict with another aircraft. Unauthorised penetration of airspace C E D Not classified Therefore, the SRC will continue to monitor the link between UPs and LoS. ccording to the graph, the percentage of Losses of Separation (LoS) in the overall number UPs increased slightly when compared with the previous year s data, from 3.7% to 4.3%. However, it is notable that the UPs leading to a loss of separation between the aircraft involved are statistically of a higher severity. To this end, in 213 over 88% of the UPs ending up in a LoS were placed in a risk bearing severity category (Severity, and C) Unauthorised penetration of airspace (UP) and percentage of losses of separations (LoS) Number of LoS in UP 25 8.% Percentage of LoS in UP 7.% 2 6.% 15 5.% 4.% 1 3.% 5 2.% 1.%.% page 2

21 Laser Interference The SRC has continued to monitor the malicious use of high powered lasers, as this has been identified as a global concern. This type of incident is a possible hazard to aircraft safety, especially during final approach. The SRC, through the ST-FP Group, continues to follow and support the developments, activities and initiatives in this area. It should also be noted that at its meeting in March 213, the ST-FP Group concluded that a new even more powerful so-called blue laser device is being used more often, which could further endanger flight-crews and others. In this context, a number of Member States expressed the view that a ban on the buying and selling of laser pointers was under discussion at national level, with a solution expected for 214. It was underlined that the matter is quite serious and cannot be postponed until harmonised EC legislation is available, as was concluded at the Laser Seminar in EUROCONTROL in October 211. Therefore, related legislative proposals and other actions have already been initiated in some ECC States. Finally, it should be noted that, for some Member States, laser interference constitutes a security rather than a safety issue, hence they are not included in the above statistics. Laser interferences reported by Member States via the ST mechanism Total 4 16 Number of Member States SRC nnual Safety Report 214 I page 21

22 TM-Specific Occurrences ccording to the chart below, the total number of reported TM Specific (Technical) Occurrences saw a slight increase in absolute numbers (6.9%) compared with the previous year s data. With respect to the severity of the reported occurrences, it is to be noted that an increase in the number of risk bearing occurrences (severity category and ) has taken place, whilst a decrease (33%) is seen in severity category. In absolute figures, the number of occurrences where the NS provider was faced with a total inability to provide safe TM services increased from 1 in the previous year to 2. significant increase of over 4% was seen in severity category C bility to provide safe but degraded services. The number of TM-specific occurrences not severity classified shows an increase compared to the previous year s data. If we take into account the number of occurrences where the severity was not determined (severity category D), the percentage amounts to 13% of the total number of reported TM-specific occurrences, which is comparable to the 212 data. It is very likely that such an evolution is related to the obligation of EU Member States to apply the RT Methodology for the assessment of the TM-specific occurrences within the framework of the Performance Scheme Regulation. nalysis of Technical Occurrences The analysis below embraces the evolution of the availability of a number of services (COM, SUR, Flight Data Processing and Distribution) delivered by the NS Providers. The failure of each service is analysed independently by severity and normalised by a million flight hours. In addition, the total number of occurrences in each category normalised by million flight hours is displayed in grey. s a result, the scales used in all 3 charts are identical and do not represent absolute numbers of occurrences but normalised figures that facilitate a comparison of the last five years. The Failure of the Communication Function has seen an increase of 16% compared with the previous year s data. The total number of failures recorded in this category is the highest for the monitored period (3,387). The number of risk bearing loss of COM function (severity categories, and ) has tripled compared to last year, although in absolute numbers it remains at a relatively low level compared to the total number of events in this category. Calculated against traffic levels (+.4%) the risk bearing COM failures represent less than 4% of the total number of such technical events. The number of occurrences not severity classified has increased to approximatively 8% of the total number of occurrences. Total TM specific occurrences 4 C E D Not classified Severity of COM failures in relations to overall numbers page 22

23 Failure of the Surveillance Function, increased by over 5% compared with the previous year s data. The total number of failures recorded is the highest for the monitored period (1,784). It is to be noted that the number of total inability to provide the SUR function decreased from 2 events in 212 to 1 event, whilst the other risk bearing events (severity categories and ) slightly increased compared to last year. When presented against traffic levels, the risk bearing SUR failures amount at 6% of the total number of such technical events. The number of occurrences not severity classified has increased to approximatively 7.5% of the total number of occurrences in this category. The failure of the Flight Data Processing and Distribution Function is another category of technical failures analysed in this report. The total number of events decreased by 2.5% compared to last year s figures. There were 2 severity failures of the Flight Data Processing and Distribution Function, similar to last year s data. The other risk bearing events in this category (severity and ) have seen small increases, although their total number represents less than 2% of the occurrences contained in this category. The events placed in categories C and E from a severity view point show decreases in absolute numbers (of 2% and 4% respectively) when compared to the 212 figures. Notably, the number of events not severity classified is very low, amounting to just over 12% of the total number of events grouped under this category. Severity of SUR failures in relations to overall numbers Severity of Flight Data Processing and Distribution in relations to overall numbers SRC nnual Safety Report 214 I page 23

24 EUROCONTROL February European Organisation for the Safety of ir Navigation (EUROCONTROL) This document is published by EUROCONTROL for information purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for commercial purposes (i.e. for financial gain). The information in this document may not be modified without prior written permission from EUROCONTROL. SRC Document 54