Safety Culture and Safety-Relevant Behavior in Air Traffic Management

2015 ◽  
Vol 5 (1) ◽  
pp. 3-17 ◽  
Author(s):  
Michaela Schwarz ◽  
K. Wolfgang Kallus
Keyword(s):  
Safety Culture ◽  
Traffic Management ◽  
Service Providers ◽  
Five Factor Model ◽  
Principal Component ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Psychometric Validation ◽  
Safety Attitudes ◽  
Culture Development

Since 2010, air navigation service providers have been mandated to implement a positive and proactive safety culture based on shared beliefs, assumptions, and values regarding safety. This mandate raised the need to develop and validate a concept and tools to assess the level of safety culture in organizations. An initial set of 40 safety culture questions based on eight themes underwent psychometric validation. Principal component analysis was applied to data from 282 air traffic management staff, producing a five-factor model of informed culture, reporting and learning culture, just culture, and flexible culture, as well as management’s safety attitudes. This five-factor solution was validated across two different occupational groups and assessment dates (construct validity). Criterion validity was partly achieved by predicting safety-relevant behavior on the job through three out of five safety culture scores. Results indicated a nonlinear relationship with safety culture scales. Overall the proposed concept proved reliable and valid with respect to safety culture development, providing a robust foundation for managers, safety experts, and operational and safety researchers to measure and further improve the level of safety culture within the air traffic management context.

Safety Culture, Resilient Behavior, and Stress in Air Traffic Management

2016 ◽  
Vol 6 (1) ◽  
pp. 12-23 ◽  
Author(s):  
Michaela Schwarz ◽  
K. Wolfgang Kallus ◽  
Kerstin Gaisbachgrabner
Keyword(s):  
Psychological Stress ◽  
Safety Culture ◽  
Traffic Management ◽  
Safety Management ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Equation Modeling ◽  
Organizational Resilience ◽  
Culture Development ◽  
Resilient Behavior

Abstract. In today’s rapidly changing air traffic management (ATM) environment, safety culture and organizational resilience are seen as key enablers for effective safety management. Under normal conditions a positive safety culture is known to be reflected in proactive behavior and to serve as indirect indicator of organizational resilience. But how are safety culture development and resilient behavior affected by psychological stress? This study aims at relating safety culture to resilient behavior and psychological stress of 282 air traffic controllers, air traffic safety electronics personnel, and meteorologists. Results demonstrate that safety culture across different occupational groups is difficult to assess, but that facets of safety culture can be meaningfully related to resilient behavior. Structural equation modeling indicates that psychological stress has a positive effect on resilient behavior and a negative effect on safety culture development. Findings are discussed in the safety management context of the ATM system including air traffic control, engineering, and meteorological services. Finally, conclusions are drawn with a view on providing an initial position for future studies.

Corrigendum to ‘Development of a methodology for understanding and enhancing safety culture in Air Traffic Management’ [Safety Sci. 53 (2013) 123–133]

2013 ◽  
Vol 57 ◽  
pp. 352 ◽  
Author(s):  
Kathryn Mearns ◽  
Barry Kirwan ◽  
Tom W. Reader ◽  
Jeanette Jackson ◽  
Richard Kennedy ◽  
...  
Keyword(s):  
Safety Culture ◽  
Traffic Management ◽  
Air Traffic Management ◽  
Air Traffic

scholarly journals 4D-Trajectory Air Traffic Management: Are There ‘Killer Apps’? – Part 2

2012 ◽  
Vol 65 (4) ◽  
pp. 571-587 ◽  
Author(s):  
Peter Brooker
Keyword(s):  
Airline Industry ◽  
Traffic Management ◽  
Service Providers ◽  
Fuel Efficiency ◽  
Radar Data ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Transportation Demand ◽  
The Usa ◽  
Trajectory System

The USA and Europe are developing plans – NextGen and SESAR – to transform the processes of Air Traffic Management (ATM). These will improve safety and efficiency, and match predicted increases in air transportation demand. They use advanced networking technology updated with information from satellite navigation and digital non-voice communication. The strategic goal, envisaged for 15–20 years hence, is a new ATM paradigm. Aircraft would fly on Four-Dimensional (4D) trajectories, incorporating altitude, position, time, and other aircraft positions and vectors. This vision would involve extremely large investments from the airline industry and ATM service providers. Thus, development priorities need to be based on sound business cases. But will these necessarily lead to the strategic vision of a 4D-trajectory system? Will the changes in practice be limited to a series of short and medium term operational improvements rather than strategic improvements? So, are there ‘Killer Apps’ for 4D-trajectory ATM? ‘Killer App(lication)s’ is jargon for innovations so valuable that they prove the core value of some larger technology. Killer Apps generate high degrees of stakeholder technical and financial cooperation. Ironically, most past ATM Killer Apps have improved safety, e.g., modern radar data processing led to collision avoidance systems. The analysis here attempts to identify and then size potential 4D-trajectory ATM Killer Apps. The evidence for Killer Apps has to pass key tests. Killer Apps obviously have to offer enormous benefits to stakeholders in the context of the potential costs. The bulk of these benefits must not be obtainable through technologically ‘cut down’ non−4D-trajectory versions. Part 1 of this paper (Brooker, 2012a) sets out the framework for investigating these questions. Part 2 examines potential Killer Apps derived from improvements in Fuel Efficiency, Capacity and Cost. An abbreviated version of this paper was first presented at the European Navigation Conference (ENC 2011), London in November 2011.

Safety Culture in Air Traffic Management Questionnaire

2012 ◽  
Author(s):  
Kathryn Mearns ◽  
Barry Kirwan ◽  
Tom W. Reader ◽  
Jeanette Jackson ◽  
Richard Kennedy ◽  
...  
Keyword(s):  
Safety Culture ◽  
Traffic Management ◽  
Air Traffic Management ◽  
Air Traffic

scholarly journals Research of information space and information flows of air navigation service providers

2020 ◽  
Vol 69 (2) ◽  
Author(s):  
V. I. Chernysh ◽  
Keyword(s):  
Information Security ◽  
Traffic Management ◽  
Management System ◽  
Service Providers ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Security Threats ◽  
Telecommunication Systems ◽  
Traffic Management System ◽  
Navigation Service

The threat to information security for the air navigation service providers represents a potential violation of information security of the information infrastructure elements in the air traffic management system such as communications, navigation and surveillance equipment, and the information and telecommunication systems. Typically, a threat results from the presence of vulnerable components in the protection of information technology as part of air navigation service providers activity. Generally, threats to information and communication systems include equipment failure, environmental destruction, human or machine errors, and targeted attacks, which are often complex, well-organized, and well-funded. Taking into account, information and telecommunication systems of air navigation service providers are critical resource that must be protected from external and internal threats. Information and telecommunication systems of air navigation services providers are a combination of information and telecommunication systems, in the process of processing air navigation information act as a whole. The realization of information security threats in information and telecommunication systems may adversely affect the provision of safety and air traffic management security. As a result of information security threats realization, incidents or accidents in the air traffic management system can be occurred. The paper proposes functional models of information space and information flows in the provision of air navigation service. The developed models are recommended for use in the process of security risk management in air traffic management within the new generation risk management system, as a necessary part of air navigation service provider integrated management system.

scholarly journals 4D-Trajectory Air Traffic Management: ‘Are There ‘Killer Apps?’ – Part 1

2012 ◽  
Vol 65 (3) ◽  
pp. 397-408 ◽  
Author(s):  
Peter Brooker
Keyword(s):  
Airline Industry ◽  
Traffic Management ◽  
Service Providers ◽  
Fuel Efficiency ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Transportation Demand ◽  
Business Cases ◽  
The Usa ◽  
Trajectory System

Europe and the USA are developing plans (‘SESAR’ and ‘NextGen’) to transform the processes of Air Traffic Management (ATM). These will improve safety and efficiency, and match predicted increases in air transportation demand. Aircraft would fly on Four Dimensional-Trajectories (4D-Trajectories), incorporating altitude, position, time, and other aircraft positions and vectors. This vision would involve extremely large investments from the airline industry and ATM service providers. Thus, development priorities need to be based on sound business cases. But will these necessarily lead to the strategic vision of a 4D-Trajectory system? Will the changes in practice be limited to a series of short and medium term operational improvements rather than strategic improvements? Killer App(lication)s is jargon for innovations so valuable that they prove the core value of some larger technology. So, are there ‘Killer Apps’ for 4D-Trajectory ATM? Killer Apps generate high degrees of stakeholder technical and financial cooperation. Ironically, most past ATM Killer Apps have improved safety. The analysis here attempts to identify and then size potential 4D-Trajectory ATM Killer Apps. The evidence for Killer Apps has to pass key tests. Killer Apps obviously have to offer enormous benefits to stakeholders in the context of the potential costs. The bulk of these benefits must not be obtainable through technologically ‘cut down’ non−4D-Trajectory versions. Part 1 of this paper sets out the framework for investigating these questions; Part 2 will be published subsequently and will examine potential Killer Apps derived from improvements in Fuel Efficiency, Capacity and Cost. An abbreviated version of this paper was first presented at the European Navigation Conference (ENC 2011), London in November 2011.

Effects of fragmentation on route charges

2019 ◽  
Vol 20 (4) ◽  
pp. 290-304
Author(s):  
Goran Pavlović ◽  
Frank Fichert
Keyword(s):  
Traffic Management ◽  
Service Providers ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Traffic Operations ◽  
Charging System ◽  
Navigation Service ◽  
Fuel Consumption And Emissions ◽  
Pair Level ◽  
Additional Fuel

The European Air Traffic Management (ATM) system is highly fragmented. It consists of 37 air navigation service providers (ANSPs) whose areas of responsibility are, in most cases, limited to national borders. ATM fragmentation impacts air traffic operations in Europe in several ways. One of them is reflected through the current route charging system, which is designed and adapted to the fragmented ATM system to recover air navigation service provision costs at the level of individual ANSPs. Differences in unit rates have led to the phenomenon of aircraft taking detours around expensive charging zones, resulting in additional fuel consumption and emissions, as well as traffic shifts caused by varying unit rates. In this article, we analyze the differences in the unit rates across Europe and their evolution over the past few years. The main focus of the article is the analysis of the route charge variability on an airport-pair level, measured by an airport-pair variability indicator, which we suggest as a metric. We show the route charge variability for different flight distances, geographic areas, and flight directions, and we also identify airport pairs with the highest route charge variability. Finally, we discuss selected alternatives to the current route charging system, such as the uniform charge method and different approaches to airport-pair charging.

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