sixth meeting of the southeast asia regional aviation safety team (searast) coscap-sea 16/17 may...

Sixth Meeting of theSoutheast Asia Regional Aviation

Safety Team (SEARAST)

COSCAP-SEA16/17 May 2006

Bangkok, Thailand

Adoption of the Agenda

6th Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)

Agenda

Tuesday, 16 May 2006

0815 – 0900 Registration

0900 – 0915 Opening Remarks and Welcome

Mr. Lalit Shah, ICAO Regional Director, Asia and Pacific

0915 – 0930 Self-introduction of participants

0930 – 0945 Adoption of the agenda (TAB 1)

0945 – 1015 Review: COSCAP-SEA and SEARAST

Capt. Ronald W. Allendorfer, Programme Coordinator , COSCAP-SEA

1015 – 1045 Coffee Break

Agenda

1045 – 1200 Review and Discussion:

- Conclusions of the Fifth SEARAST Meeting (TAB 2)

- Implementation Status of the Fifth SEARAST

Conclusions (TAB 2) Capt. Allendorfer

1200 – 1300 Lunch

1300 – 1345 Review and Discussion:

- ALAR Toolkit Review and Implementation Checklist (TAB 3)

- Conclusions of the Seventh Steering Committee Meeting (TAB 3) Capt. Allendorfer

Agenda

1345 – 1430 Presentation: Proposed amendments to Annexes 1 and 6 (TAB 4) Capt. Roger Mulberge, COSCAP-SEA

1500 – 1545 Presentation: Generic Surveillance Tracking Program

Mr. David M. Smith, Manager, FSIFO Singapore, FAA

Mr. Mike Daniels, Manager, AFS 50, FAA

1545 Close

Agenda

Wednesday, 17 May 2006

0900 – 1030 Presentation: Runway Safety

Mr. Raymond Lim, AAPA

1100 – 1230 Review: CAST/JSSI Safety Interventions

Mr. Kyle Olsen, Manager, Continued Operational Safety, FAA

1230 – 1330 Lunch

1330 – 1430 Presentation: Safety Management Systems

Mr. Glenn Michael, Manager, En Route & Oceanic Service,

Boston ARTCC 35, FAA

Agenda

Wednesday, 17 May 2006

1430 – 1530 Regional Flight Safety Issues: Language testing under Annex 1

1600 - 1700 Conclusions/Close of the Meeting

Review of COSCAP-SEA and SEARAST2005

August Bangkok - Fifth SEARAST and Combined RAST (29-31)

September Singapore – Regional ETOPS (7-9) , Bangkok - Suspected Unapproved Parts (13-15), Cambodia AW IFFAS (26-30)

October Cambodia AW IFFAS (3-7), Philippines (10-17),

Laos (17-21)

November Viet Nam (7-11), Macao (14-18), Viet Nam AW IFFAS (21-25), LAO PDR AW IFFAS (28-30)

December Lao PDR AW IFFAS (1-2), Myanmar AW IFFAS (5-9), Search and Rescue Seminar (6-8), Cambodia AW IFFAS (12-16), Thailand (12-16)

January Bangkok - Wildlife Seminar (9-12)

February Hong Kong, China - 7th COSCAP-SEA Steering Committee (21-24)

March Cambodia (20-24) and Thailand (13-17)

April Myanmar (24-28)

May Bangkok - DCCP Course (1-3), Cambodia AW IFFAS (8-19), Bangkok - SEARAST (16-17), Beijing RNP/RNAV Seminar (25-26)

June Myanmar (5-9) and Bangkok - Dangerous Goods Workshop (19-23)

July Malaysia (3-7) and Philippines (17-21)

August Indonesia (7-11) and Macao (21-25)

September Lao PDR (18-22), Viet Nam (25-29), Bangkok - SMS Workshop (11-15)

October Macao (16-20) and Singapore (23-27)

November Philippines (6-10), Malaysia (13-17), Myanmar (20-01 Dec) Airworthiness IFFAS

December Lao PDR Airworthiness IFFAS (4-8) and Viet Nam (4-8)

Tentative Work Plan 2006

* * Note: Bold numbers in brackets ( ) correspond to the available courses/training shown on the following page, and

indicate course/training tentatively scheduled.

OPS = International Flight Operations Expert

RAWI = Regional Airworthiness Inspector FAM = Familiarization Mission for Regional Inspector

AW = International Airworthiness Expert

TPD = Training and Professional Development of National Inspectors

SA = Supplemental Certification and Inspection Assistance

RFOI = Regional Flight Operations Inspector

PA = Primary Certification and Inspection Assistance RD = Development of Regulations, Air Law, and Procedures

1 Basic Operations Course (5 days)

2 Basic Airworthiness Course (5 days)

3 ALAR Workshop (4 days)

4 Ramp and Line Facility Inspection (3 days)

5 Flight Operations Certification, Administration, and Surveillance Overview (4 days)

6 Aviation Enforcement Procedures (4 days)

7 Designated Company Check Pilot Course (DCCP) (4 days)

8 MEL/MMEL Course (2 days)

9 Flight Operations Refresher Course (4 days)

10 Airworthiness Refresher Course (4 days)

COSCAP-SEA Available Courses and Training for 2006

11 Surveillance OJT for Operations Inspectors - ramp, base, and facility (4 days)

12 Surveillance OJT for Airworthiness inspectors - ramp, base, and facility (4 days)

13 Air Operator Certification (AOC) (4 days)

14 Introduction to Continuing Airworthiness and Standards of C of A (2 days)

15 Reliability Monitoring, Structural Inspection, and Aging Aircraft (3 days)

16 Aircraft Leasing (2 days)

17 CAA Regulation Development - Personnel Licensing (4 days)

18 CAA Regulation Development - Aviation Training Organizations (4 days)

COSCAP-SEA Available Courses and Training for 2006

Coffee Break

Conclusions of

the Fifth SEARAST Meeting

Bangkok, Thailand 29, 30 August 2005

Conclusions : 5th SEARAST Meeting

Airline Proactive Safety Programmes

SE 10/AP 1.08 CFIT - Airline Proactive Safety Programmes

(FOQA& ASAP), and SE 29/AP 3.05 - Loss of Control

This safety enhancement is to be considered closed with the exception of

aircraft falling in the category below 27,000 kg.

CTA to liaise with FAA/JAA and ICAO as necessary.

ALAR Toolkit Implementation

States/airlines will continue with the use of the toolkit for

prevention of approach and landing accidents and incidents.

Periodic follow-up by COSCAP-SEA.

GPWS/SOPs

SE 1/AP 1.01 CFIT GPWS

Completed

SE 2/AP 1.06 CFIT SOPs

CTA to review/revise the Draft Advisory Circular CSEA 002 on “SOPs for Flight- deck Crewmembers” to include Crew Briefings (including approach briefings), Landing Rollout (actions and callouts), and Crew Monitoring and Cross Checking.

Revised Advisory Circular CSEA 002 A, 24 March 2006

Loss of Control (SOPs)

SE 26/AP 3.03 Loss of Control (SOPs)

Completed

SE 27/AP 3.01 Loss of Control (Risk Assessment and Management)

As the aspect of risk assessment was still being developed by FAA/JAA, the

meeting decided to postpone further deliberations on the SE/AP pending

additional inputs.

Pending

Loss of Control (SOPs)

SE 3/AP 1.03 CFIT – Precision-like Approach Implementation

Completed

Recommendations

It is imperative that all Safety Enhancements that have been agreed by SEARAST should be implemented by member States/airlines if they are to be effective in accident reduction.

In order that SEARAST may adopt the CAST/JSSI Safety Enhancements on Runway Incursions, the SCM is requested to approve the invitation of Air Traffic Service providers to the SEARAST meetings.

Steering Committee is requested to take urgent action to assist States in meeting their obligations under the Annex 1 Language Proficiency Requirements

Implementation Status of the

Fifth SEARAST Conclusions

Implementation Status of the Fifth SEARAST Conclusions

SE/AP SEARAST Conclusions and Actions Status by State

ALAR ALAR Toolkit and Recommendations distributed to States along with Guidance material. Review and Implementation Checklist issued February 2006.

ALAR Toolkit Review and Implementation Checklist to be returned by States/Operators.

SE 1 CFIT/AP 1.01 - Terrain Avoidance Warning System (TAWS)

Advisory Bulletin CSEA 001 15 November 2004.Advisory Circular CSEA 001 01 August 2005Advisory Circular CSEA 001-A 10 November 2004

ICAO Annex 6 Part 1 6.15 Aeroplanes to be equipped with GPWS.AB CSEA 001AC CSEA 001AC CSEA 001-A

SE 2 CFIT/AP 1.06 - Standard Operating Procedures (SOP)

Advisory Bulletin CSEA 002 15 November 2004Advisory Circular CSEA 002-A 24 March 2004

SOPs as required by Annex 6/PANS OPSAB CSEA 002

Implementation Status of the fifth SEARAST Conclusions

SE 3 CFIT/AP 1.03 - Precision-Like Approach Implementation (“21st Century Instrument Approaches”) (Vertical Angles – PAI 1-7, 11)

Advisory Circular CSEA 008 01 August 2005

AC CSEA 008

SE 10 CFIT/AP 1.08 - Airline Proactive Safety Programs (FOQA & ASAP)

Advisory Bulletin CSEA 007 30 June 2004Advisory Circular CSEA 007 30 June 2004

AB CSEA 007AC CSEA 007

Implementation Status of the Fifth SEARAST Conclusions

SE-12/ AP 1.04 – CFIT - Training – CFIT Prevention

ALAR Toolkit distributed.

Advisory Bulletin CSEA 010

15 November 2004

ALAR Toolkit Review and Implementation Checklist to be returned by States/Operators.

AB CSEA 010

SE 14/15/16/AP 2.05 - ALAR – Policies for ALAR (Safety Culture)

30 June 2004

Advisory Circular CSEA 006

10 November 2004

AB CSEA 006

AC CSEA 006

SE 23/AP 2.01 - Approach and Landing Accident Reduction (Flight Crew Training)

15 November 2004

AB CSEA 010

Implementation Status SEARAST Conclusions

SE 26/AP 3.03 - Loss of Control (SOPs)

Advisory Circular CSEA 002-A

24 March 200624 March 2006

AB CSEA 002

AC CSEA 002-A

SE 27/AP 3.04 - Loss of Control (Risk Assessment and Management)

Risk Assessment still being developed by FAA/JAA

No action required until FAA review completed.

SE28/AP 3.05 - Loss of Control

( Safety Information)

10 November 2004

AC CSEA 004

Implementation Status SEARAST Conclusions

SE 29/AP 3.05 - Loss of Control

30 Jun 2004

AB CSEA 007

AC CSEA 007

SE 30/AP 3.06 Open - Being worked by CAST No action

SE 31/AP 3.01 The Airplane Upset Recovery Training Aid has been distributed to all States.

Feedback is requested.

ALAR Toolkit Review and

Implementation Check list

ALAR Toolkit Review and Implementation Check list

State Airline

ALAR Component Action required Action taken

a. SOP Template Operators will review the content of the ALARToolkit SOPs Template and compare to the guidance contained in their manual system. If there are subject areas listed in the Template which are relevant to the operator’s circumstances and for which guidance is lacking or insufficient, operators will make changes or additions to their SOP as necessary.

b. Approach and Landing Risk Reduction Guide

Operators will complete the checklists contained in the Risk Reduction Guide in order to identify possible shortcomings in organization, equipment and training. Where shortcomings are indicated, operators will take corrective action

ALAR Toolkit Review andImplementation Check list

c. ALAR Briefing Notes (i)

Operators will review the content of the ALAR Briefing Notes and decide whether or not and to what extent the content of each note can be incorporated into company manuals and/or used in training and safety awareness.

c. ALAR Briefing Notes (ii)

When the content of a briefing note is relevant to an operator’s specific operation, the information in the note will be made available to flight operations personnel in some form.

c. ALAR Briefing Notes (iii)

When such information conflicts with current SOP, the operator will either modify the information contained in the note before making it available or will modify their SOPs in consideration of the information in the note.

ALAR Toolkit Review and Implementation Check list

d. Approach and Landing Risk Awareness Tool

Operators will review the Approach and Landing Risk Awareness Tool for use as a briefing or training item.

e. CFIT Checklist Operators will follow the CFIT checklist to calculate a CFIT Risk score for their operations and will address areas of weakness brought to light.

f. ALAR Training ALAR classroom training for all flight crew members (during initial, upgrade, transition and recurrent training)

g. Comments/requests for assistance.

Tab 3Tab 3

Conclusions Conclusions of the of the

77thth Steering Committee Meeting Steering Committee Meeting

Conclusions of Seventh SCM

DP 1: Programme Progress Report

Adopted the minutes of 6th Steering Committee Meeting (SCM) and Extraordinary SCM.

Approved the calendar year 2006 Tentative Work Plan.

The Directorate General of Air Communications of Indonesia will host the 8th SCM in Indonesia - date to be confirmed.

Conclusions of Seventh SCMConclusions of Seventh SCM

DP 2: Southeast Asia Regional Aviation Safety Team (SEARAST)

Assign a high priority to SEARAST activities by COSCAP-SEA.

Ensure top-level support to SEARAST team members.

Explore the possibility of developing National Aviation Safety Teams and requested SEARAST to coordinate.

Approved the invitation of ATS providers to the SEARAST meeting.

Assist members in meeting their obligations under the Annex 1 Language Proficiency Requirements.

DP 3: Revised ICAO Language Requirements

Resources permitting, COSCAP-SEA may consider providing further support and assistance in the implementation of the aviation language proficiency requirements (e.g., development of training

packages).

Hong Kong, China to host a seminar on the subject in late 2006 - open to all states in the Asia and Pacific region.

Tentatively scheduled for late November

DP 4: Programme Budget and Contributions

Urged members to make their contributions as soon as possible.

Encouraged Associate Members and Industry Partners to continue their contributions to COSCAP-SEA.

Approved the project budget.

DP 5: ICAO SMS Requirements

Utilize COSCAP-SEA as a forum to provide members with the latest developments concerning SMS.

Cooperate to provide workshops, seminars and courses to assist members in meeting the proposed requirements of ICAO SARPs

related to SMS.

SMS Workshop in Bangkok 11-15 September

Employ appropriate SMS expertise to assist and provide guidance to members regarding compliance with ICAO SARPs and drafting of

generic regulations and SMS manuals, resources permitting.

DP 6: Programme Staffing

Reiterated extension of the programme through 2007.

COSCAP-SEA members should second national airworthiness inspectors for short-term assignments as necessary.

If resources permit, employ an International Airworthiness Expert for short periods.

IFFAS Grant for Airworthiness - Cambodia 8-19 May, Viet Nam 13 -17 Nov, and Lao PDR 4-8 December.

DP 7: Update on ICAO USOAP Programme

Continue to provide regular updates to members on developments concerning the USOAP programme.

CTA and members organize workshops on specific safety oversight functions related to USOAP expansion.

ICAO to provide support to such workshops to the greatest extent possible.

DP 7: Update on ICAO USOAP Programme

On request, COSCAP-SEA to provide support to members in preparing corrective action plans subsequent to audits.

Engage short-term experts in the areas of USOAP expansion, resources permitting.

Members with qualified USOAP auditors in their administrations should consider loaning such qualified personnel to other members who are

preparing for forthcoming audits and lack in-house expertise.

DP 8: COSCAP-SEA Benefits to States Quantified

Endorsed the methodology employed in quantifying benefits to members.

In addition to benefits to individual members, requested the CTA to improve the methodology, making it as equitable as possible and calculating the benefit by each COSCAP activity.

Present a further update on the improvement of the methodology at the next SCM.

DP 9: Safety Benefits of COSCAP Programme

Regularly update the safety data.

DP 10: Consolidation of SAR Services within Regions

Utilize COSCAP-SEA as a forum for exchange of information and input of specialist expertise on this subject.

Tab 3 Tab 3

Annexes 1 & 6 Annexes 1 & 6 UpdateUpdate

Annex 1 Current Amendment 166Annex 1 Current Amendment 166

Amendment to the medical provisions; new provisions on Amendment to the medical provisions; new provisions on approved training organizations.approved training organizations.

Adopted: 21 February 2005Adopted: 21 February 2005

Effective: 11 July 2005Effective: 11 July 2005

Applicable: 24 November 2005Applicable: 24 November 2005

Annex 1 Proposed Amendment 167Annex 1 Proposed Amendment 167

Standard: airline pilots to continue flying as pilot-in-Standard: airline pilots to continue flying as pilot-in-command until the age of sixty-five yearscommand until the age of sixty-five years

Limitation: multi-crew operations Limitation: multi-crew operations

Proviso: no other pilot has attained the age of sixty and Proviso: no other pilot has attained the age of sixty and that all pilots over age sixty undergo a medical assessment that all pilots over age sixty undergo a medical assessment every six months. every six months.

Recommendation: same limit to apply to co-pilots Recommendation: same limit to apply to co-pilots

ICAO will monitor the implementation of this new age ICAO will monitor the implementation of this new age limitation in light of experience gained by States and any limitation in light of experience gained by States and any relevant research information that becomes available.relevant research information that becomes available.

Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)

personnel licensing requirements for airship and powered-personnel licensing requirements for airship and powered-lift aircraftlift aircraft

new aeroplane pilot license, the Multi-crew Pilot License new aeroplane pilot license, the Multi-crew Pilot License (MPL), that qualifies the license holder to perform the co-(MPL), that qualifies the license holder to perform the co-pilot duties on aeroplanes operated with more than one pilot duties on aeroplanes operated with more than one pilot. pilot.

Note:Note: This licence complements, This licence complements, but does not replace,but does not replace, the the existing ways of qualifying as co-pilot on aeroplanes existing ways of qualifying as co-pilot on aeroplanes operated with more than one pilot.operated with more than one pilot.

Aircraft required to be operated with a co-pilot: Aircraft required to be operated with a co-pilot: A type of A type of aircraft that is required to be operated with a co-pilot as aircraft that is required to be operated with a co-pilot as specified in the flight manual or by the air operator specified in the flight manual or by the air operator certificate.certificate.

Airship. Airship. A power-driven lighter-than-air aircraft.A power-driven lighter-than-air aircraft.

Airmanship. Airmanship. The consistent use of good judgement and The consistent use of good judgement and well-developed knowledge, skills and attitudes to well-developed knowledge, skills and attitudes to accomplish flight objectives.accomplish flight objectives.

Commercial air transport operation. Commercial air transport operation. An aircraft operation An aircraft operation involving the transport of passengers, cargo orinvolving the transport of passengers, cargo or

mail for remuneration or hire.mail for remuneration or hire.

CompetencyCompetency. . A combination of skills, knowledge and A combination of skills, knowledge and attitudes required to perform a task to the prescribedattitudes required to perform a task to the prescribed

standard.standard.

Competency elementCompetency element. An action that constitutes a task that . An action that constitutes a task that has a triggering event and a terminating eventhas a triggering event and a terminating event

that clearly defines its limits, and an observable outcome.that clearly defines its limits, and an observable outcome.

Competency unitCompetency unit. A discrete function consisting of a . A discrete function consisting of a number of competency elements.number of competency elements.

CreditCredit. . Recognition of alternative means or prior Recognition of alternative means or prior qualifications.qualifications.

Cross-CountryCross-Country. . A flight between a point of departure and a A flight between a point of departure and a point of arrival following a pre-planned route using point of arrival following a pre-planned route using standard navigation procedures.standard navigation procedures.

ErrorError. An action or inaction by the flight crew that leads to . An action or inaction by the flight crew that leads to deviations from organizational or flight crewdeviations from organizational or flight crew

intentions or expectations.intentions or expectations.

Error management. Error management. The process of detecting and The process of detecting and responding to errors with countermeasures that reduce or responding to errors with countermeasures that reduce or eliminate the consequences of errors, and mitigate the eliminate the consequences of errors, and mitigate the probability of further errors or undesired aircraftprobability of further errors or undesired aircraft

states.states.

NoteNote.— .— See Attachment D of Chapter 3 of the See Attachment D of Chapter 3 of the Procedures Procedures for Air Navigation Services – Training for Air Navigation Services – Training for a description of for a description of undesired aircraft states.undesired aircraft states.

Table 3. Examples of undesired aircraft states (List not inclusive)

Aircraft handling:Aircraft handling:

Aircraft control (attitude).Aircraft control (attitude).

Vertical, lateral or speed deviations.Vertical, lateral or speed deviations.

Unnecessary weather penetration.Unnecessary weather penetration.

Unauthorized airspace penetration.Unauthorized airspace penetration.

Operation outside aircraft limitations.Operation outside aircraft limitations.

Unstable approach.Unstable approach.

Continued landing after unstable approach.Continued landing after unstable approach.

Long, floated, firm or off-centreline landing.Long, floated, firm or off-centreline landing.

Table 3. Examples of undesired aircraft states (Cont’d)

Ground navigationGround navigation

Proceeding towards wrong taxiway/runway.Proceeding towards wrong taxiway/runway.

Wrong taxiway, ramp, gate or hold spot.Wrong taxiway, ramp, gate or hold spot.

Incorrect aircraft configurations.Incorrect aircraft configurations.

Incorrect systems configuration.Incorrect systems configuration.

Incorrect flight controls configuration.Incorrect flight controls configuration.

Incorrect automation configuration.Incorrect automation configuration.

Incorrect engine configuration.Incorrect engine configuration.

Incorrect weight and balance configuration.Incorrect weight and balance configuration.

Synthetic flight trainer : Flight simulation training device Synthetic flight trainer : Flight simulation training device (Definition unchanged)(Definition unchanged)

Performance criteriaPerformance criteria. . A simple, evaluative statement on the A simple, evaluative statement on the required outcome of the competency element and a required outcome of the competency element and a description of the criteria used to judge if the required description of the criteria used to judge if the required level of performance has been achieved.level of performance has been achieved.

Pilot-in-command under supervision. Pilot-in-command under supervision. Co-pilot performing, Co-pilot performing, under the supervision of the pilot-in-command, the duties under the supervision of the pilot-in-command, the duties and functions of a pilot-in-command, in accordance with a and functions of a pilot-in-command, in accordance with a method of supervision acceptable to the Licensing method of supervision acceptable to the Licensing Authority.Authority.

Quality systemQuality system. Documented organizational procedures and . Documented organizational procedures and policies; internal audit of those policies and procedures; policies; internal audit of those policies and procedures; management review and recommendation for quality management review and recommendation for quality improvement.improvement.

Threat. Threat. Events or errors that occur beyond the influence of Events or errors that occur beyond the influence of the flight crew, increase operational complexity and which the flight crew, increase operational complexity and which must be managed to maintain the margin of safety.must be managed to maintain the margin of safety.

Threat management. Threat management. The process of detecting and The process of detecting and responding to the threats with countermeasures that responding to the threats with countermeasures that reduce or eliminate the consequences of threats, and reduce or eliminate the consequences of threats, and mitigate the probability of errors or undesired aircraft mitigate the probability of errors or undesired aircraft states.states.

NoteNote.— .— See Attachment D of Chapter 3 of the See Attachment D of Chapter 3 of the Procedures Procedures for Air Navigation Services – Training for Air Navigation Services – Training for a description of for a description of undesired aircraft states.undesired aircraft states.

Aircraft general knowledge – additional requirements, Aircraft general knowledge – additional requirements, including:including:

Hazardous weather conditionsHazardous weather conditions

Principles of threat and error managementPrinciples of threat and error management

Application of threat and error management principles to Application of threat and error management principles to operational performance;operational performance;

Note.— Material on the application of threat and error Note.— Material on the application of threat and error management is found in Part II, Chapter 2 of the management is found in Part II, Chapter 2 of the Human Human Factors Training Manual Factors Training Manual (Doc 9683).(Doc 9683).

Annex 6 Current Amendment 29Annex 6 Current Amendment 29

New rules governing single pilot operations; single engine New rules governing single pilot operations; single engine turbine powered aircraft and RVSMturbine powered aircraft and RVSM

Adopted 9 March 2005Adopted 9 March 2005

Effective 11 July 2005Effective 11 July 2005

Applicable 24 November 2005Applicable 24 November 2005

Annex 6 Proposed Amendment 30Annex 6 Proposed Amendment 30

pilot recent experience and proficiency check pilot recent experience and proficiency check requirements, requirements,

cross-crew qualification and cross crediting of experience, cross-crew qualification and cross crediting of experience,

evaluation of competency,evaluation of competency,

threat and error management and threat and error management and

the biannual pilot proficiency check.the biannual pilot proficiency check.

Annex 6 Proposed Amendment 30 (cont’d)Annex 6 Proposed Amendment 30 (cont’d)

pilot awareness of operational requirements determined by pilot awareness of operational requirements determined by procedure design;procedure design;

qualifications for flight operations officers/flight qualifications for flight operations officers/flight dispatchers and dispatchers and

the critical elements of a State regulatory system;the critical elements of a State regulatory system;

the carriage of a copy of the air operatorthe carriage of a copy of the air operator

certificate in aircraft;certificate in aircraft;

legal guidance for the protection of information from legal guidance for the protection of information from safety data collection and processing systems;safety data collection and processing systems;

safety management provisions and references to new safety management provisions and references to new guidance material on the concept of acceptable level of guidance material on the concept of acceptable level of safety.safety.

Safety Programme: Safety Programme: an integrated set of regulations and an integrated set of regulations and procedures designed to improve safety – procedures designed to improve safety – for Statesfor States

Safety Management System: Safety Management System: a systematic approach to a systematic approach to managing safety, including the necessary organizational managing safety, including the necessary organizational structures, accountabilities, policies and procedures – structures, accountabilities, policies and procedures – for for aircraft operators, maintenance organizations, air traffic aircraft operators, maintenance organizations, air traffic services providers and aerodrome operatorsservices providers and aerodrome operators

STATES must:STATES must:

establish a safety programme including an acceptable level establish a safety programme including an acceptable level of safety for all activitiesof safety for all activities concerned concerned

require operators, maintenance organizations and service require operators, maintenance organizations and service providers to implement a safety management systemproviders to implement a safety management system

Verify; and correct any deviations Verify; and correct any deviations

Applicability date: 23 November 2006 Applicability date: 23 November 2006

ICAOICAO

Guidance material - Safety Management Manual (Doc Guidance material - Safety Management Manual (Doc 9859) and Appendix E to Annex 119859) and Appendix E to Annex 11

Analysis of all annexesAnalysis of all annexes

Develop model regulationsDevelop model regulations

Training courses –Training courses –

Bangkok, Sept. 2006Bangkok, Sept. 2006

Annex 2 Rules of the Air – Annex 2 Rules of the Air – New TextNew Text

3.2 Avoidance of collisions3.2 Avoidance of collisions

Nothing in these rules shall relieve the pilot-in command of Nothing in these rules shall relieve the pilot-in command of an aircraft from the responsibility of taking such action, an aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on including collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment, as will resolution advisories provided by ACAS equipment, as will best avert collisionbest avert collision

Coffee Break

Tab 5Tab 5

New Safety EnhancementsNew Safety Enhancements

Cabin Safety & GPSCabin Safety & GPS

SE – 120Map Shift Detection/Prevention, GPS Installation &

TAWS Enhancements

Statement of Work

Controlled Flight Into Terrain (CFIT) - accidents, where a properly functioning aircraft under the control of a fully qualified and

certificated crew is flown into terrain with no apparent awareness on the part of crew, could be substantially reduced or eliminated with the installation of GPS equipment and procedures for operating into areas

with limited navigation aids. GPS is critical to achieving the full potential AB/AC SEA001 (TAWS) in a limited ground navigation aid

environment.

TAWS Enhancements (Cont’d)

Statement of WorkStatement of Work

This SE ensures that the maximal risk reduction for SE-6, SE-7 and SE-8 is achieved. Incorporation of ADS-B requires GPS equipped

airplanes and may offset total cost. Additionally, revisions to TAWS terrain databases, alerting algorithms, and optional features should be

incorporated into the TAWS equipment to ensure the accuracy and timeliness of the TAWS warnings and displays.

Statement of Work

Existing airplanes used in commercial operations worldwidehave varying operational capabilities and limitations. Thesevarious

capabilities and limitations require the development and employment of a variety of strategies to improve the overall safety of approach

operations.

Statement of Work

The operational capabilities of the worldwide fleet may be represented as a continuum; however, for the purpose of this safety enhancement

the airplanes have been categorized as “Classic,” “Standard” and “Advanced.”

Classic airplanes - airplanes typically equipped with electro-mechanical flight instruments, basic navigation capability (i.e., VOR, DME, ADF and possibly first generation Inertial Navigation System

(INS).

Statement of Work

Standard airplanes - airplanes with multi-sensor RNAV Flight Management Systems (FMS), Electronic Flight Instruments and

Electronic Map Displays (the majority of airplanes produced during the past fifteen years).

Advanced airplanes - airplanes equipped similar to the Standard airplanes but with advanced navigation capabilities (e.g., GPS sensors and RNP) and possibly enhanced situation awareness systems such as

Terrain Awareness Warning System [TAWS - a.k.a., E-GPWS].

Safety EnhancementSafety Enhancement

Current production models, new type design airplanes, and existing aircraft where appropriate include GPS equipment and TAWS

updating enhancements. Standard operating procedures established to

help flight crews operate in areas with limited navigation aids.

TAWS Enhancements - Outputs

Output 1

Operators shall establish, as appropriate, standard operating procedures (SOP’s) that advise flight crews of the possible increased risk of

operating into areas with limited ground based navigation aids and that help verify the aircraft’s actual position relative to displayed ground track. Operators shall also develop procedures that match aircraft

capability to the NAVAID environment at the expected arrival location.

Output 1 (Cont’d)

Recommendation: Develop SOP’s; communicate the rationale behind the necessity for these SOP’s (reference events involving map shifts and/or

ground navigation equipment failures).

Output 2

Manufacturers will install GPS capability as standard equipment in all current production model airplanes and new type designs.

Recommendation: Communicate with manufacturers and obtain commitment to install GPS on all current production model airplanes

and all new type designs.

Output 3

Operators will be encouraged to install GPS capability on all “Standard” airplanes. As a minimum, modify equipment to integrate GPS capability into the TAWS. Note: “Classic”

airplanes are currently equipped with GPS TAWS and additional change is not required

Output 3 (Cont’d)

Recommendation: ATA to communicate with all operators to explain the rationale for the incorporation of GPS equipment. As a

minimum, Operators of standard airplanes will modify TAWS equipment to include GPS capability and be encouraged to install

GPS for navigation capability.

Output 4

Operators shall establish procedures to ensure that TAWS terrain databases are updated in accordance with the manufacturer’s

recommendations.

Resources: No significant cost ATA (LOOC), Airlines/Operators, manufacturers

Output 4 (Cont’d)

Recommendation: TAWS Manufacturers will provide recommendations for incorporation of TAWS terrain database updates to operators. Operators will develop and implement

procedures for updating TAWS terrain databases on all airplanes in accordance with the manufacturer’s recommendations.

Output 5

AIA, ATA, RAA, NACA, and Operators shall establish procedures to review and form a consensus on TAWS manufacturers’

recommended updates associated with the underlying TAWS alerting algorithms. Manufacturers, operators and regulators shall work together to incorporate those updates considered beneficial to

enhancing CFIT protection.

Output 5 (Cont’d)

Recommendation

Operators, in conjunction with manufacturers will review, form a consensus, and implement updates to TAWS operating algorithms

that are considered beneficial to enhancing CFIT protection. Operator Associations will communicate to members the rationale for keeping their TAWS equipment updated to the latest applicable

configuration of operating algorithms respective to CFIT protection.

Output 5 (Cont’d)

Recommendation

Manufacturers shall incorporate those TAWS alerting algorithms updates into production airplanes. AIA to encourage manufacturers

to develop service bulletins for upgrading existing TAWS on in-service airplanes. Manufacturers, Operators, and the FAA will

coordinate/work together to enable desired changes to be incorporated efficiently.

Output 6 : Optional TAWS features

AIA, ATA, RAA, NACA, and Operators shall establish procedures to review available optional/selectable TAWS features not currently

used by the Airline and form a consensus on those features that would enhance CFIT protection for their operation. Manufacturers,

operators and regulators and shall work together to facilitate efficient incorporation of those desired optional/selectable TAWS

features.

Output 6: Optional TAWS features (cont’d)

Recommendations

AIA, ATA, RAA, NACA, and Operators shall establish procedures to review available optional/selectable TAWS features (such as peaks and obstacles) if not currently active to form a consensus on those features that would enhance CFIT protection for their operation (obstacles exist

and are mapped). Manufacturers to develop service bulletins for the retrofit of existing airplanes where applicable.

Output 6Output 6: Optional TAWS features (cont’d: Optional TAWS features (cont’d))

Recommendations

Airplane manufacturers will work to encourage customers to select such options on production airplanes and new type designs. Manufacturers, Operators, and the FAA will coordinate/work

together to enable efficient activation of those TAWS features that operators desire to enhance CFIT protection.

SE-120 Risk evaluation

This SE (Outputs 2 & 3) installs GPS so that TAWS can utilize GPS position information.. GPS updating ensures that TAWS functions

reliably when operating into areas with limited ground base navigation aids and reduces the risk in those situations where a map

shift/navigation error may occur. The initial TAWS fatality risk reduction estimate was based on the assumption that the navigation

system would be reliable and accurate.

SE-120 Risk evaluation

The risk reduction effectiveness of SE-6, SE-7 and SE-8 will be significantly reduced without the benefit of GPS. The lack of GPS will also adversely affect the safety benefits of the CAST plan in

regions other than the U.S. and Europe (e.g., Latin America CFIT is 67% of the total risk)

Note: Additionally, GPS position could enable improved TCAS effectiveness and advanced runway incursion systems.

Tab 5Tab 5

New New CAST/JSSI Safety Interventions

SE – 78 Procedures for Reducing Cabin Injuries

Statement of Work

Reduce turbulence injuries to flight attendants (FA’s) and passengers through improved situational awareness, turbulence encounter

management procedures (before, during and after encounter), and enhanced communication methodologies standardized across all air

operators.

(Cont’d)

Data has consistently shown that most turbulence-related injuries occur to FA’s and passengers who are not properly secured. Over

the years, Government and industry efforts have addressed this issue in an attempt to reduce turbulence injuries to FA’s and passengers.

These efforts have lacked overall coordination and consequently have not been effective, as indicated by the increasing trends in FA

injuries. Central to the organizational strategy will be the integration of these various efforts combined with current data to

develop comprehensive guidance.

Output 1:: Develop industry consensus best practices for policies, procedures, terminology, training, and flight crew/cabin crew

communications to minimize cabin occupant exposure to turbulence, especially for FA’s. This should include, as a minimum, the

information contained in the attached Template.

Output 2:: Document industry best practices in a new AC incorporating, at a minimum, the information on the attached template. State Guidance Material should also be reviewed to

determine if it is appropriate to add information from these best practices.

Output 3: : Revise procedures, develop airline training programs, and implement them in annual recurrent training for flight and cabin

crews.

Recommendations

Development of AC based on Output 1 and 2.

Airlines -- Revise FA, pilot and dispatcher standard operating

procedures and training programs to incorporate the recommendations

and best practices contained in the AC.

Airlines -- Conduct the upgraded training during annual recurrent

training for FA's and pilots to implement the recommendations and

best practices contained in the AC.

- END -

THANK YOU

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