pat iii - safety

8/3/2019 Pat III - Safety

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3.2 Definitions:

3.2.1 Safety:

Safety is defined as the state in which therisk of harm to persons, property and/ or

environment is reduced and maintained as

low as reasonably practicable through a

continuing process of hazard identificationand risk management.

3.2.2 Safety Hazard:

Safety hazard is defined as the condition or object with the potential of causing injuries

to persons, damage to property and/or

reduction of the ability to perform

prescribed function.



Hazard identification strategies

Strategies ² Levels of

intervention and tools

3.2.3 Hazard identification strategies



Reactive:

The reactive method responds to

events that have already happened,

such as incidents and accidents.It is mandatory for the organization

safety committee to perform safety

data analysis of incidents/accidentsreports, mandatory occurrence

reports (MORs) and air safety reports

(ASRs).



Proactive:

The proactive method looks actively for

the identification of safety risks throughthe analysis of the organization¶s activities.

It is mandatory for the organization safety

committee to perform safety data analysis

of the air safety reports (ASRs), surveysand audits reports.



Predictive:

The predictive method captures system

performance as it happens in real-time normaloperations to identify potential future

problems.

It is mandatory for the organization safety

committee to perform safety data analysis of the voluntary reports, direct observation

reports, Flight data analysis (FDA) reports

extracted from aircraft flight data recorder (FDR).

The organization shall support and encourage

the so called non-punitive reporting system to

pre-detect the system malfunctions.



3.2.4 Safety Risk:

Safety risk is defined as the assessment,

expressed in terms of predicted probabilityand severity, of the consequence(s) of a

hazard taking as reference the worst

foreseeable situation.3.2.5 Safety Risk control/mitigation:

Safety Risk control and mitigation are terms

that can be used interchangeably. Both are

meant to designate measures to address thehazard and bring under organizational control

the safety risk probability and severity of the

hazard.



3.2.6 Operational Risk Management:

It is a continuous systematic process of identifying

and controlling risk in all activities according to aset of pre-conceived parameters by applying

appropriate management policies and procedures.

This process includes detecting hazards, assessing

risk and implementing and monitoring risk controlsto support effective risk-based decision making.

3.2.7 Hazard generic groups:

Hazards can be grouped in three generic families:

Natural hazards;

Technical hazards; and

Economic hazards.



3.2.7.1 Natural hazards are a consequence of the habitat or

environment within which operations related to the provision

of services take place. Examples of natural hazards include:Severe weather or climatic events (E.g.: thunderstorms,

lighting, and wind shear);

Adverse weather conditions (E.g.: icing, freezing

precipitation, heavy rain, snow, winds, and restrictions to

visibility);

Geophysical events (E.g.: earthquakes, volcanoes,

tsunamis, floods and landslides);

Geographical conditions (E.g.: adverse terrain or large

bodies of water); Environmental events (E.g.,: wildfires, wildlife activity, and

insect or pest infestation); and/or

Public health events (E.g.: epidemics of influenza or other

diseases).



3.2.7.2 Technical hazards are a result of energy

sources necessary for operations related to thedelivery of services (electricity, fuel, hydraulic

pressure, pneumatic pressure and so on) or safety-

critical functions (potential for hardware failures,

software glitches, warnings and so on). Examples of technical hazards include deficiencies regarding:

Aircraft and aircraft components, systems,

subsystems and related equipment;

An organization's facilities, tools, and relatedequipment; and/or

Facilities, systems, sub-systems and related

equipment that are external to the organization.



3.2.7.3 Economic hazards are the consequence of

the socio-political environment within whichoperations related to the provision of services

take place. Examples of economic hazards

include:

Growth; Recession; and

Cost of material or equipment; etc.

Safety management activities aimed atcontrolling safety risks will mostly, but not

necessarily exclusively, address technical and

natural hazards.



3.3 Hazard identification process:

a) Identifying unsafe conditions;

b) Collecting current and applicable hazard information;c) procedures for receiving and activating reports of hazards:

Safety reporting system promulgated to all staff;

All personnel shall use claim boxes, e-mails and post

address to report any hazard to accountable manager or

safety manager;

All hazard reports shall seriously dealt with either between

accountable manager and safety manager, or through a

management review meeting;

Outputs of those meetings shall be disseminated to all staff;Feedback to the reporter is most important to keep a

successful reporting system; and

All necessary corrective and/or precautionary actions to be

taken.



d) A reliable method of accurately recording, storing, and

retrieving hazard data;

e) The capability to analyze hazard reports, both

individually as well as in aggregate;f) Capable of being audited; and

g) procedures for distributing lessons learned and

analytical information to affected staff and contractors:

Safety manager shall collectively utilize hazard reports

data and their analysis outputs to come up with useful

lessons, safety information and recommendations;

These in turn shall be disseminated to all staff and

contractors; and

Safety manager shall conduct the necessary follow up of the above-mentioned outputs.

A hazard may involve any situation or condition that has

the potential to cause adverse consequences, the scope for

hazards in aviation is wide. The following are some

examples:



a) Design factors, including equipment and task design;

b) Procedures and operating practices, including their

documentation and checklists and their validation;

c) Communications, including the medium, terminology and

language;

d) Personnel factors, such as company policies for

recruitment, training and remuneration;

e) Organizational factors, such as the compatibility of

production and safety goals, the allocation of resources,operating pressures and the corporate safety culture;

f) Work environment factors, such as ambient noise,

temperature, lighting and protective equipment and clothing;

g) Regulatory oversight factors, including the applicability

and enforceability of regulations; the certification of equipment, personnel and procedures; and the adequacy of

surveillance audits; and

h) Defenses, including such factors as the provision of

adequate detection and warning systems and the error tolerance of e ui ment.



3.4 Procedures:

General:

In air transport industry, a diversity of risks posing a threat is

being faced every day. Not all risks can be eliminated, nor areall conceivable risk mitigation measures economically

feasible. The risks and costs inherent in air transport

necessitate a rational process for decision-making. Daily,

decisions are made in real time, weighing the probability and

severity of any adverse consequences implied by the risk

against the expected gain of taking the risk. This process is

known as ³ risk management´ which can be defined as the

identification, analysis, elimination and/or mitigation (to an

acceptable or tolerable level) of those hazards and their subsequent risks that threaten the viability of an

organization.

Risk management facilitates the balancing act between

assessed risks and viable risk and hazard mitigation. It

involves a logical process of objective analysis.



Risk Management Process Flow Chart

Evaluate the seriousness of the

consequences of the hazard occurring

Hazard Identification

What are the chances of it happening?

Evaluate the seriousness of the

consequences of

the hazard occurring

Is the consequent risk acceptable and within

inland transport safety performance criteria?

Take action to reduce the risk

to an acceptable level

Acceptable

risk

RISK ASSESSMENT

Probability of occurrence

Yes No

RISK ASSESSMENT

Severity/criticality

RISK ASSESSMENT

Acceptability

RISK MITIGATION



3.4.2 Detect hazard by means of tools shown in 3.1.3 above.

3.4.3 Assess probability (likelihood) of occurrence

Probability (likelihood) of occurrence

Qualitative definition Meaning Value

Frequent Likely to occur many times

(Has occurred frequently)

5

Occasional Likely to occur some times

(Has occurred infrequently)

4

Remote Unlikely but possible to occur

(Has occurred rarely)

3

Improbable Very unlikely to occur

(Not known to have occurred)

2

Extremely improbable Almost inconceivable that the

event will occur

1



3.4.4 Assess severity of occurrence

Severity of occurrence

Aviation

definition

Meaning Value

Catastrophic * Equipment destroyed * Multiple deaths A

Hazardous * A large reduction in safety margins, physical distress or

workload such that operators cannot be relied upon toperform their tasks accurately and completely.

*Serious injury. *Major equipment damage.

B

Major *A significant reduction in safety margins, a reduction in

the ability of operators to cope with adverse operating

conditions as a result of increase in workload, or as aresult of conditions impairing their efficiency.

*Serious incident. *Injury to persons

C

Minor *Nuisance. *Operating limitations.

*Use of emergency procedures. *Minor incidents

D

Negligible *Little consequences E



3.4.5 Risk assessment matrix:

Risk assessment matrix

Risk probability Risk severity

Catastrophic

A

Hazardous

B

Major

C

Minor

D

Negligible

E

Frequent 5 5A 5B 5C 5D 5E

Occasional4 4A 4B 4C 4D 4E

Remote 3 3A 3B 3C 3D 3E

Improbable2 2A 2B 2C 2D 2E

Extremely

improbable1 1A 1B 1C 1D 1E



3.4.6 Acceptability criteria:

3.4.7 Implement and monitor risk controls (mitigation)

to reduce risk to acceptable area.



3.5 Example for implementing ORM

process:3.5.1 Input data:

Report from Cairo airport (CAI) air traffic

control (ATC) was received by an operator

OCC advising that a flight level violation has just been committed by SU-XXX, FLT. NO.

YYY333, CAI/AMS, on Jan. 10, 2011, at Z 05:15.

3.5.2 Safety data analysis process

(performed by operator¶s safety

manager):



S.N./

Ref .

Data / Irregularity Source Area Hazard

group

Hazard

NavigationalAid / Method

1 Flight level

violation by SU-

XXX

FLT No.: YYY 300, CAI /AMS

Date: Jan. 10, 2011

Time: Z: 05:15

- Cairo tower report

to OCC on:

FLT No.: YYY 300,

CAI /AMS

Date: Jan. 10, 2011

Time: Z: 05:15; and

- Incident report

originated by:

PIC Capt.

«««««««

Flt. Ops. Technical Reactive

Pro-active

Predictive

3.5.2.1 Data Collection:



3.5.2.2 Hazard Identification / analysis:

Irregularity

Brief

Probable Hazard Hazard Analysis

Method: Trend

Hazard Navigational

Aid / Method

Flight level

violation by

SU-XXX

FLT No.: YYY300, CAI /AMS

Date: Jan. 10, 2011

Time: Z: 05:15

Aircraft, Crew

on board, air

traffic and

environmentsafety is

compromised.

1. Generic hazard:Aviation Safety

2. Specific hazard:

2.1. Aircraft safety iscompromised;

2.2. Crew safety is

compromised;

2.3. Air traffic safety is

compromised; and

2.4. Environment safetyis compromised.

3. Hazard related

consequences:

3.1. Probability of aircraft

accident.

Reactive

Pro-active

Predictive



3.5.2.3 Safety ORM Process (Conducted by operator¶s SAG):

Probability of

occurrences

Severity of

occurrences

Risk Index

and

Tolerability

Mitigation

(System Defense) / Responsible person

Further action to

reduce risk(s)

and risk indexQualitative

definition

Value Aviation

definition

Value

Improbable, vary

unlikely to occur

(never have

occurred to

auto-pilot No. 1)

2 Minor D 2D

Acceptable

, based on

risk

mitigation

-Prompt action taken to disseminate the

incidence among all operator·s air flight

crew members and maintenance staff /

Safety Manager and training manager ;

-Re-emphasize on strictly performing

flight procedures by flight crews inaccordance with aircraft flight manual.;

and

-As an ageing logic computer , Re-

emphasize, through lectures, to flight

crews on standard call out as an action

and reaction on the instrument, i.e. ALT

acquire Green on the FPI. Pilot must

check the ROC 1000 Ft /Min., in case of ALT Green, ROC zero and altimeter read

selected altitude. Insure that FPI and

altimeter are equal and confirming altitude

capture. On next simulator stress shall be

made on practical application.

-Re-emphasize on strictly performing

maintenance PDC on auto-pilot coupling

altitude mode.

- Mitigation

appropriately

addresses the

risk, and no

additional

action.



3.5.2.4Safety promotion:

Hazard Risk prevention analytical data / information

Aircraft, Crew

on board andair traffic

safety is

compromised

I. Root Cause:

-Ageing logic computer ; and-Due to extended normal automated operation, correction of the altitude was conducted

with little delay. The crew depended only on FPI. They must rely on FPI, Altimeters and

Vertical Speed.

II. Probable Consequences:Air Traffic incident;

III. Safety Promotional Action:Safety review committee has invited all non-duty flight crew members to a meeting to:

y Re-emphasize on strictly performing flight procedures by flight crews especially in

such cases;

y Re-emphasize on strictly performing due maintenance checks on ground before flight.

y Explaining the severe consequences that might occur out of non conformity with the

above procedural standards; and

y

Outcome of the meeting has been disseminated to all duty flight crew members andmaint. staff ;

IV. Defaulters shall be exposed to severe disciplinary actions;

V. Safety Manager in coordination with Training and Maintenance managers

shall take action to properly disseminate this analysis to flight crews andmaintenance staff ;

VI. Operator·s SAG shall have the necessary follow up on safety promotion of

this issue and securely and safely maintain its documents for future follow up.



3.6 Health and Environment

The term ³environment" refers to the natural surroundings

which comprise all types of living organisms, materials, air,

water, soil, and all that man constructs.

Air is the composed of a mixture of gases with its natural

properties. According to the provisions of the Law of theenvironment air refers to external air and the air in closed

and semi-closed places.

3.6.1 Air pollution:

The term "air pollution" means any change in the properties

and specifications of the air which endangers the health of man and adversely affects the environment. The most

important pollutants of air resulting from air transport

operations are:



Carbon Dioxide (C0):

Carbon dioxide results from the combustion of organic materials

used in transport motive power it:

Causes a feeling of suffocation; and Absorbs the heat reflected from the earth surface, which causes

increase in the temperature of the air above its normal rate.

Carbon monoxide (CO):

Incomplete ignition of fuel generates carbon monoxide which:

Has toxic properties; and

Forms with blood a compound which reduces the capability of

the blood to convey oxygen causing death.

Sulfur Dioxide (SO):

Fuel generally contains a ratio of sulfur compounds which oxidizewhen fuel ignites, which emits sulfur dioxide in the air which:

Causes respiratory diseases, inflammation of eyes and skin; and

It may even combine with oxygen to generate sulfur trioxide

which dissolves in the water vapour in the air causing acidic rains

which are hazardous to stones, metals or even man and animals.



Lead Compounds:

Lead is added to fuel to increase its efficiency and its octane

number and improve the performance of the engine. When

the fuel burns, lead, which is highly toxic, is emitted in the air

causing pollution.

Hydrocarbons:

Incomplete ignition of fuel generates hydrocarbons whichcause a number of diseases depending on degree of toxicity.

Noise:

Air transport produces noise resulting from domestic flights

during aircraft take-offs, approaches and landings.

A study of noise in Egypt concerning the level of noise insome areas of Cairo indicated that residents in the areas

having a high level of noise are exposed to many diseases

more than others.

pat iii - safety

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