AMC3 Safety performance indicators (SPIs) for the monitoring of separation minima infringements (SMIs) and runway incursions (RIs)

Regulation (EU) 2019/317

A.      SAFETY IMPACT

For the determination of the occurrences with ‘safety impact’ that are used for monitoring runway incursions (RIs) and separation minima infringements (SMIs), only a subset of the occurrences that may represent a risk to aviation safety should be selected.

The indicators set out in point 1.2(a) and 1.2(b) of Section 2 of Annex I should include occurrences whose safety risk grade is red or amber in the European Risk Classification Scheme (ERCS) matrix. These are the indicators at Member State level.

The indicators set out in point 1.2(c) and 1.2(d) of Section 2 of Annex I should include occurrences whose risk analysis tool (RAT) ground severity classification is A, B, or C. These are the indicators at airport or ANSP level.

B.      EXPOSURE DATA

For the calculation of indicators, the Network Manager should provide to the European Commission controlled flight hours within the Member States’ boundaries and controlled flight hours by the ATS units.

The ANSPs should provide to the European Commission IFR and VFR movements at airports.

C.      DATA REPORTING AND DATA SOURCE

For the calculation of the indicators related to SMIs and RIs within the scope of Commission Implementing Regulation (EU) 2019/317, Member States should provide the occurrence data making use of the existing safety occurrence data reporting mechanism under Regulation (EU) No 376/2014[39] and submitted to the European Central Repository (ECR).

ANSPs and NSAs should ensure that the information provided through occurrence reporting under Regulation (EU) No 376/2014 contains the information needed to compute the performance indicators for monitoring SMIs and RIs. In particular, they should ensure that the following information is coded and reported:

—          For monitoring SMIs:

—                  unambiguously identify the safety occurrences that are SMIs;

—                  when the SMI occurred at the arrival or departure at an airport, the location indicator of the airport where it took place;

—                  The ATS unit name, airspace type, class and FIR/UIR name;

—                  information on whether, in the judgement of the investigators of the occurrence, the ATS or CNS contributed to the SMI, either directly or indirectly or none, as appropriate;

—                  RAT ground severity associated to the SMI, as obtained by the application of the RAT methodology by the ANSP;

—                  ERCS risk grade associated to the SMI, as obtained by the application of the ERCS methodology by the State.

—                   For monitoring RI:

—                  unambiguously identify the safety occurrences that are RIs;

—                  location indicator of the airport where the RI took place;

—                  the ATS unit name, airspace type, class and FIR/UIR name;

—                  information on whether, in the judgement of the investigators of the occurrence, the ATS or CNS contributed to the RI, either directly or indirectly or none, as appropriate;

—                  RAT ground severity associated to the RI, as obtained by the application of the RAT methodology by the ANSP; and

—                  ERCS risk grade associated to the RI, as obtained by the application of ERCS methodology by the State.

When receiving from EASA an analysis report of the reported occurrence data measuring these performance indicators for the preceding year (January–December), the NSAs should:

—                   validate the numbers presented in the report and advise of any identified discrepancies, together with supporting evidence;

—                   respond to all the observations in the report; and

—                   send a confirmation of the numbers presented and responses to the observations to EASA by the end of May each year.