1、_ -. ICAO CIRCULAR - ClRCULAlRE OACl - CiRCULAR OACl - 4MPKYJlAP MKAO - GJI J Telex: 05-245 13; Facsimile: (5 14) 954-6769; Sitatex: YULADYA; E-mail: sales-uniticao.int Egypt. ICAO Regional Director, Middle East Office, Egyptian Civil Aviation Comptex, Cairo Airport Road, Heliopolis, Cairo 11776 Tel
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4、ya. ICAO Regional Director, Eastern and Southern African Office, United Nations Accommodation, P.O. Box 46294. Nairobi Telephone: (254-2) 622-395; Facsimile: (254 2) 226-706; Sitatex: NBOCAYA Mexico. Director Regional de la OACI, Oficina NorteamCrica, CentroamCrica y Caribe, Masaryk No. 29-3er. piso
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8、in. A.E.N.A. - Aeropuertos Espaiioles y Navegacidn ACrea, Calle Juan Ignacio Luca de Tena, 14, Thailand. ICAO Regional Director, Asia and Pacific Office, P.O. Box 11, Samyaek Ladprao. Bangkok 10901 United Kingdom. Westward Digital Limited, Telephone: (66 2) 537-8189; Facsimile: (66 2) 537-8199; Sita
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10、CAO CIRCULAR 27?-AN/Lh3-ENGL L999 484L42b 011 3394 7-73 EA0 Circular 277-AN/163 (iii) TABLE OF CONTENTS TABLE DES MATIkRES INDICE COAEPXAHHE UUd Organization of the Symposium E 01 Objectives of the Symposium E 02 Address by Dr . Assad Kotaite, President of the Council of ICAO E 3 Organisation du Sym
11、posium . F 0-1 Objectifs du Symposium F 0.2 Allocution du PrCsident de IOACI, M . Assad Kotaite . F 03 Organizacion del simposio . S 0-1 Objetivos del simposio S 02 Discurso del Presidente del Consejo de la OACI, Dr . Assad Kotaite S 03 OpRlHH3auliH CuMnO3liyMa R 0-1 uenli CHMnO3IiyMa R 0-2 BblCTynJ
12、IeHMe npe3HaeHTa COBeTa ETKAO a-pa Accaaa KOTaiiTa . R 03 ; the Second Flight Safety and Human Factors Symposium held in Washington, D.C., United States, 13 to 15 April 1993; and the Third Flight Safety and Human Factors Symposium held in Auckland, New Zealand, 9 to 12 April 1996. The theme of the s
13、ymposium was “Human Factors and CNWATM Systems Safety and Efficiency: Building the Future”. The objective was to contribute to improve the safety and efficiency of CNS/ATM systems through the integration and practical application of Human Factors knowledge into the design and operation of these syst
14、ems. Given the importance that ICAO attaches to Human Factors, the Symposium was not exclusively aimed at officials from civil aviation administrations. The attendance of representatives as well as individuals from airiines, air traffic services and maintenance organizations, manufacturers, appropri
15、ate training, educational and academic institutions, and professional associations in States was encouraged. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-STD.ICA0 CIRCULAR
16、 277-AN/Lb3-ENGL 1999 484141b lllLLL79 555 1 CA 0 Circular 2 77-A N/163 E 0-3 Address by the President of the Council of ICAO, Dr. Assad Kotaite It is my pleasure and privilege to address the opening session of the Fourth Global Flight Safety and Human Factors Symposium. I would like to extend a war
17、m welcome to all of you, and to express my gratitude to you, Mr. Minister, and through you, to His Excellency, Mr. Eduardo Frei Ruiz-Tagle, President of Chile, as well as to the Government and people of Chile for the hospitality and support they have extended to this Symposium. I would also like to
18、thank Mr. Jorge Coddou Braga, Director General of Civil Aviation of Chde, for the cooperation and unity of purpose that the Directorate General of Civil Aviation, as co-sponsor of the event, has demonstrated during the almost three years of preparatory work for this Symposium. My appreciation and th
19、anks are also extended to LanChile for its generosity in co-sponsoring this important event. Human Factors is a critical aspect of aviations safety. ICAO began sensitizing the aviation industry to this new dimension of aviation safety almost a decade ago, pursuant to Resolution A26-9, which was adop
20、ted by the 26h Session of its Assembly in 1986. In 1990, we held the first ICAO Global Flight Safety and Human Factors Symposium, in St. Petersburg, which was then known as Leningrad. In opening that meeting, I expressed my conviction that international aviation could make enormous progress in safet
21、y through the application of Human Factors knowledge. The meeting in Leningrad was a turning point in aviation safety and it set the stage for follow-up meetings in the United States in 1993, in New Zealand in I996 and for this meeting in Chile. I am quite pleased with developments since 1990, vis-a
22、-vis safety and Human Factors. I must emphasize, however, that we still have challenges to pursue: nine years after the Leningrad Symposium, human error remains a significant safety concern. The purpose of these three worldwide symposia and ten regional seminars held since 1990 was to increase the a
23、wareness of States, industry, and organizations in all ICAO regions about the importance of Human Factors, defined in the broadest sense in civil aviation safety and efficiency. I believe that the implementation of ICAOs communications, navigation, surveillance andair traffic management (CNS/ATM) sy
24、stems concept introduces new challenges in regards to human error. I also believe that it renews the opportunity to apply our vast knowledge about Human Factors to ensure that civil aviation continues to achieve its ultimate goal: the safe and efficient transportation of passengers and goods. Having
25、 said that, I would like to propose two fundamental requisites to the successful contribution of Human Factors knowledge to CNS/ATM systems safety and efficiency. The first requisite deals with concept. I strongly believe the aviation industry must ensure that human- technology interaction remains h
26、uman-centred. At ICAO, we adopted a philosophy of human-centred automation as early as 1991 and have made it one of the pillars of our CNS/ATM systems concept. A philosophy of human-.centred automation is the only safeguard against uncooperative human-technology interfaces with potential for safety
27、breakdowns. This philosophy is explained in detail in the ICAO Human Factors Digest No. 1 1 - Human Factors in CNS/ATMSystems, which I highly recommend. The second requisite deals with integration. My monitoring of the industry leads me to believe that we have designed excellent technology that has
28、undoubtedly contributed to improvements in safety. But perhaps we should take another look at the interaction between technology, humans, and the constraints of the operational contexts into which technology is deployed. My proposal here is quite straightforward: human capabilities and Copyright Int
29、ernational Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-STD.ICA0 CIRCULAR 277-ANILb3-ENGL 1999 H 4841416 tlll200 07 E 0-4 lCA0 Circular 277-AN/163 limitations must be taken into account when we d
30、efme the blueprint of our systems, before systems become operational. ICAO has taken the initiative in this challenge by developing Human Factors Standards that take into account human performance in present and future operational environments. I strongly encourage the aviation community to follow t
31、hese Standards. If asked to describe the ICAO Flight Safety and Human Factors Programme in a few words, I would say that it is safety-oriented and operationally relevant. Furthermore, it is practical since we are dealing with real problems in real life. The focus is on human error, and through this
32、Programme ICAO provides the aviation community with means and tools to anticipate error and contain its negative consequences in operational environments. Furthermore, we aim at the system rather than at individuals. A broad, systemic approach to safety and Human Factors is essential, because the re
33、quisite of integration I discussed before goes well beyond the consideration of isolated human-technology interface issues. Human performance takes place within operational contexts, and Human Factors knowledge must therefore be applied within operational systems. It is because of this that the acti
34、vities of the ICAO Flight Safety and Human Factors Programme must be considered as integrated within the context of two closely-connected, major systemic safety initiatives undertaken by ICAO. Let me briefly describe them. The first of such initiatives is the ICAO Global Aviation Safety Plan (GASP).
35、 This Plan was developed by the Air Navigation Commission in 1997 to coordinate and to provide a common direction to the efforts of Contracting States and the aviation industry to the extent possible in safety matters. GASP is a tool that allows ICAO to focus resources and to prioritize activities t
36、hat contribute the most to enhancing safety. It should be no surprise, therefore, that the Flight Safety and Human Factors Programme is among the six major activities comprising the Plan. However, let me tell you that for GASP to succeed, as high a degree of global cooperation as possible in impleme
37、nting its major elements will be absolutely crucial. ICAO can provide the framework for GASP to function, but it will ultimately be the concerted effort of the aviation community, States, and industry, a global cooperation, that will largely determine its success. This global cooperation underlies t
38、he other major systemic safety initiative I would like to touch upon, the ICAO Universal Safety Oversight Audit Programme. This is a Programme of regular, mandatory, systematic and harmonized safety audits carried out by ICAO in all Contracting States. The information obtained from these audits will
39、 allow States, given reasonable time, to remedy deficiencies in safety oversight responsibilities. ICAO has developed mechanisms that will enhance transparency and increase disclosure of results, as well as expand, at the appropriate time, the Programme to all areas relevant to civil aviation safety
40、. I can think of no better example of global cooperation in action than the ICAO Universal Safety Oversight Audit Programme. Profound social and political forces are reshaping our world on a daily basis, inexorably leading towards globalization. I want to unequivocally restate my belief that solutio
41、ns to safety problems lie in the cooperation among countries; and among countries and the industry. And all this needs to be supported by a corresponding level of global coordination in all aspects of civil aviation with relevance to safety. Safety is not a national issue, nor is it regional or cont
42、inental. Safety is a global issue. ICAO can and will assume its leadership role, through the various initiatives I have briefly sketched today. But States, through their regulatory bodies, and the international aviation community at large, including all partners, must be fully committed to the attai
43、nment of the highest level of safety. In closing, I would like to leave you with a personal, parting thought. I often say that aviation is the safest mode of transport today. The safety of civil aviation is particularly notable when we consider the extraordinarily hostile environment in which flight
44、 operations take place. On one hand, the physical environment, with extreme tempcratures and pressures makes unsupported human life impossible. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without lic
45、ense from IHS-,-,-ICAO Circular 277-AN/163 E 0-5 In addition, speeds allowing ultra long-haul, trans-meridian operations in short periods oftime, require careful consideration of basic human performance issues such as jet-lag and circadian disrythmia. On the other hand, the socioeconomic environment
46、, with market demands that require aviation organizations to attempt to produce “more with less” to remain economically viable, generates inevitable burdens upon those who operate, maintain and control the system. One major obstacle remains to make aviations safety record perfect: human error. Not j
47、ust in the cockpit, but in every process surrounding flight operations, from designing and manufacturing aircraft and navigation equipment, to communications, to the commercial decisions that affect daily operations, Our objective remains as it was in the past when the ICAO Assembly adopted in 1986
48、Resolution A26-9. This objective is to fbrther improve safety in aviation by making States and industry more aware of and responsive to the importance of Human Factors in civil aviation operations through the provision of practical Human Factors material and measures developed on the basis of experi
49、ence. The fill understanding of human error holds the key to continue providing humans everywhere on the planet with the safest means of transportation ever created. Remember: humans can never outperform the system that bounds them. In no small way, you are the key players who will define fbrther strategies to understand human error and to make it possible to achieve aviations safety objectives. I wish you all a most productive Symposium. Copyright International Civi
