AIC 3/2015 VRS

                          VOLUNTARY REPORTING SYSTEM   AIC 03/2015  16th July 2015
               
         Mandatory Reporting System for incidents and accidents already exists and is regulated under the proviso of Rules. Though Mandatory Reporting System is working satisfactorily,yet in spite of safeguards incorporated in the system and considerable efforts made to ensure that it is not used to attribute blame, still the proportion of true human factor
occurrences which are being reported still remains small. This is common drawback with all Mandatory Reporting System as experienced worldwide.
         Failure to report such occurrence is usually attributed to reluctance in admitting personal errors to an employer or to the Regulatory Authority. In order to encourage the reporting of such occurrences, a confidential reporting system was introduced by all
airlines/organizations. However, to make system more effective and encourage all
personnel engaged in aviation related activities for reporting of such incidents, a
confidential reporting system in DGCA has been introduced.
         Confidentiality - Complete confidentiality of the system and strict anonymity of the reporter shall be ensured. Whereas anonymous reports will also be accepted but it is requested that reporter give his identity to enable later contact if any part of the report needs clarification.
          Information to be Reported - Anyone who witnesses or is involved or has knowledge of an occurrence, hazard orsituation which he or she believes possess potential threat to flight safety is requested to report the same.
          Processing of Reports - Once detailed report is obtained, Name & Address of the reporter and all identifying information will be kept confidential and shall not be entered in the database. An acknowledgement will be sent to the reporter. After de-identifying, the information shall be analyzed by a select group of officers who will decide the follow up action to be taken.De-identified Reports only will form part of database.
          Feedback - Action learnt from such reports will be circulated to Members of aviation community by a DGCA Safety Bulletin. Specific problems or trend shall be brought to the attention of the appropriate authorities and preventive measures followed up.
             
                

Comments

Post a Comment

Popular posts from this blog

SHEL(L) Model

Image
   “SHEL” model  : The component blocks of the SHEL model : Software, Hardware, Environment, Liveware). The  interpretations are: liveware (human), hardware (machine), software (procedures, symbology, etc.) and environment.                                   Liveware (the human)  is at the centre of the model. Human is generally considered  the most critical as well as the most flexible component in the system. Yet people are subject to considerable variations in performance and suffer many limitations, most of which are now predictable in general terms. The edges of this block are jagged, and so the other components of the system must be carefully matched with them if stress in the system and eventual breakdown are to be avoided.  Physical size and shape. In the design of workplace and equipment, a vital consideration involves body measurements and movements, which may vary according to factors such as age, ethnicity and gender. Human Factors inputs must be provided at an early sta
Read more

National Aerospace Standard (NAS) 411

                          This National Aerospace Standard (NAS) 411 was created by the Aerospace Industries Association (AIA) as an industry standard to manage hazardous material (HAZMAT) used in Products and Services. As appropriate, NAS411 requirements can be applied to all Products and Services lifecycle phases, e.g. Materiel Solution Analysis, Technology Maturation and Risk Reduction, Engineering and Manufacturing Development, Production and Deployment, Operations and Support, and Disposal.                      The Hazardous Materials Management Program (HMMP) is the process to ensure appropriate consideration is given to the systematic identification, evaluation, elimination or minimization of HAZMAT risks to human health or the environment (including risks of violating related and applicable regulatory requirements), and to identify measures to appropriately control such risks that are not eliminated. Unless otherwise noted, the process includes risks attributed to produc
Read more

Safety Culture

Image
                          Culture is characterized by the beliefs, values, biases and their resultant behaviour that are shared among members of a society, group or organization. An understanding of these cultural components, and the interactions among them, is important to safety management. Among the most influential cultural components are organizational, professional, and national. A reporting culture is key component of these different cultures. The mix of cultural components may vary greatly among organizations and can negatively influence effective hazard reporting, collaborative root cause analysis, and acceptable risk mitigation. Continous improvement in safety performance is possible when safety becomes a value within an organization as well as a priority at the national or professional level .                         Safety Culture encompasses the commonly held perceptions and beliefs of an organization‘s members pertaining to the public‘s safety and can be a determin
Read more