Aviation Safety Management

Safety is not a gadget but a state of mind.  ~Eleanor Everet Safety doesn’t happen by accident.  ~Author Unknown “Safety First” is “Safety Always.”  ~Charles M. Hayes Better a thousand times careful than once dead.  ~Proverb Precaution is better than cure.  ~Edward Coke Safety is a cheap and effective insurance policy.  ~Author Unknown Who can hope to be safe? who sufficiently cautious? Guard himself as he may, every moment’s an ambush.  ~Horace Safety means first aid to the uninjured.  ~Author Unknown Accidents, and particularly street and highway accidents, do not happen – they are caused.  ~Ernest Greenwood Prepare and prevent, don’t repair and repent.  ~Author Unknown Chance takers are accident makers.  ~Author Unknown Hug your kids at home, but belt them in the car.  ~Author Unknown It’s better to crash into a nap than to nap into a crash.  ~Author Unknown Luck runs out but safety is good for life.  ~Author Unknown There is no safety

Mission. The mission is the purpose or central function of the system. This is the reason that all              the other  elements are brought together. Man. This is the human element of a system. If a system requires humans for operation,                          maintenance, or  installation this element must be considered in the system description. Machine. This is the hardware and software (including firmware) element of a system. Management . Management includes the procedures, policy, and regulations involved in                           operating, maintaining, installing, and decommissioning a system. Media. Media is the environment in which a system will be operated, maintained, and installed. This  environment includes operational and ambient conditions. Operational environment means the  conditions in which the mission or function is planned and executed. Operational conditions are those  involving things such as air traffic density, communication congestion, workl

                          Flight Safety Documentation system is a set of inter-related documentation  established by the operator, compiling and organizing information necessary  for flight and ground operations.                                A flight safety documents system should be organized according to criteria which ensure easy access to information required for flight and ground operations contained in the various operational docu ments comprising the system and which facilitate management of the distribution and revision of operational documents.                           Para 4 of CAR Section 5 Series “F”, Part I requires that all operators shall establish an effective Flight Safety Documentation System for use and guidance of operational personnel. “The procedure for preparing Flight Safety Documentation System its monitoring and adherence shall be incorporated in the Flight Safety Manual”.                          Development of a flight safety documents system is a

How are you going to track hazards? First- What is hazard ?                        Hazard – any existing or potential condition that can lead to injury, illness, or death to people; damage to or loss of a system, equipment, or property; or damage to the environment. A hazard is a condition that is a prerequisite to an accident or incident.                    AMC 145A. 50(a) 1.3 “seriously the flight safety” means any instances where safe operation could not be assured or which could lead to an unsafe condition. It typically includes, but is not limited to, significant cracking, deformation, corrosion or failure of primary structure, any evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage and any emergency system or total system failure. An airworthiness directive overdue for compliance is also considered a hazard to flight safety.                             All identified hazards should be tracked until closed out. This occurs when the haz

                 During the construction phase, two safety related activities take place. Change orders are reviewed to ensure changes do not degrade safety features already incorporated in the design. Successful execution is dependent on disciplined configuration control.                  The final step before the user takes control of the facility is the occupancy inspection. This inspection verifies the presence of critical safety features incorporated into the design. The use of a hazard tracking system can facilitate the final safety assessment.              This review may identify safety features that might otherwise be overlooked during the inspection. A Hazard Tracking Log can generate a checklist for safety items that should be part of this inspection.              The results of the occupancy inspection can serve as a measure of the effectiveness of the SSPP. Any hazards discovered during the inspection will fall into one of two categories. A hazard that was previously

          After applying the various analysis techniques to identify risks, there are additional tasks involving: Risk  assessment, hazard control analysis, requirements cross-check analysis, and hazard tracking and risk  resolution.                  Risk Assessment  Risk assessment is the classification of relative risk associated with identified hazards. Risk has two  elements, which are severity and likelihood. Severity is the degree of harm that would occur if an accident  happens. Likelihood is a qualitative expression of the probability that the specific accident will occur.               Criteria for severity and likelihood should be defined. When risk assessment is to be conducted, the risks  should be prioritized to enable resources to be allocated consistently to the highest risks.                 Matrix indicates the related hazard  code, hazard or scenario description, and scenario code. Both initial risk and final risk associated with the  specific scenario is als

                  The objective of SMS is to provide information on how to identify,  eliminate and control aviation-related risks. There are unique hazards and risks associated with  commercial aviation, as well as general aviation activities. Generally, a number of hazards and risks are  listed for consideration. During hazard analysis activities, the analyst should consider these appropriate  examples: • Aviation fuel storage and handling. • Airport ground handling equipment, its use, movement, and maintenance. • Surface movement at airports • Traffic management at airports. • Life safety involving the general public at places of assembly in airports. • Preventative maintenance and inspection of aircraft. • The conduct of maintenance operations such as: use of flammables, solvents, parts cleaning, equipment accessibility, flammable materials, hangar fire protection equipment. • Aircraft movement in and around hangars, aprons, taxiways. • Operations during inclement we

                      A generic list of anticipated hazards should be developed after the ORMG has become familiar with the  system. The hazard list should also denote controls that could be implemented to manage the risks  associated with the identified risks as well as relevant requirements from regulatory, consensus standards .           This information, should be presented as a tabular format which, includes a  Requirements Cross-check Analysis. The generic hazards and controls should be developed from program  documentation. It is anticipated that this list will lengthen as the O&SHA progresses. This list will also  serve as a basis for other future analyses.             The basis of the analysis relates to generic hazards and controls to specific maintenance steps required for  maintaining and repairing the system. The maintenance steps identified during the review should be  integrated into a matrix. In evaluating hazards associated with the maintenance procedures, t

          The first step of the analysis should be to form the Occupational Risk Management Group (ORMG) that would conduct the effort.                                                                                      This group  should consist of appropriate representatives from various disciplines including support contractors. For  example, group members should be experienced safety professionals who are recognized as experts in fire  protection, system safety, environmental and industrial engineering as well as industrial hygiene and  hazardous materials management. SSWG and ORMG will share data from the working group efforts.  ORMG Process  The ORMG process consists of nine major elements,  Develop System  Knowledge  Hazard  Identification  (Master Matrix)  Hazard Control  & Analysis  Requirements  Cross-Check  Hazard Tracking  &  Risk Resolution  Document in  Initial  SER (iterative)  System Safety  Monitoring  Update  SER  Progress to  Next system 

  Risk Categorization -     The completion of the initial Preliminary Hazard List (PHL) permits categorization of the planned facility  into risk categories. Categorizing is based on several factors, such as number of people exposed, type and  degree of inherent hazard of operation,  vulnerability, and cost. Inputs include whether or not the facility is “one of a kind” or a standard design  and how it impacts the rest of the installation. For example, the failure or destruction of a facility used to  house emergency power or one through which communication lines run may shut down an entire airport or  region. The designation should reflect the local concern for operational safety and health risks presented by  the facility and its mission. It is critical that the appropriate risk categorization be applied in each instance.  Initial Risk  Categorization  Facility’s Mission  Energy Sources  ! Type  ! Magnitude  Occupancy  Lessons Learned  Low  Medium  High Low-risk facilitie