Aviation Safety Management

Effect of aviation on condition Some conditions associated with Aviation can exacerbate the symptoms of people suffering from, or with a history of, depression and/or anxiety. These include: fatigue sleep deprivation time zone changes stressful events social isolation irregular access to medical care and surveillance remote locations. Effect of condition on aviation Depressive episodes during Aviation can lead to either overt or subtle incapacitation. They include: Overt incapacitation suicidality psychosis of major depression development of other chronic diseases or conditions like anxiety and substance use. Subtle incapacitation reduced concentration and memory impaired cognition. Effect of treatment on aviation Some medications used to treat depression and anxiety can impair aviation by causing the following symptoms: impaired cognition sedation nausea disequilibrium (lack of balance) impaired sleep

                While we all feel sad, moody or low from time to time, some people experience these feelings intensely, for long periods of time (weeks, months or even years) and sometimes without any apparent reason. Depression is more than just a low mood - it's a serious illness that has an impact on both physical and mental health.                Research suggests that continuing difficulties - long-term unemployment, living in an abusive or uncaring relationship, long-term isolation or loneliness, prolonged exposure to stress at work - are more likely to cause depression than recent life stresses. However, recent events (such as losing a job) or a combination of events can ‘trigger' depression in people who are already at risk because of past bad experiences or personal factors                Depression affects how people feel about themselves. They may lose interest in work, hobbies and doing things they normally enjoy. They may lack energy, have difficulty sleeping

                 Voluntary Reporting System                 AIR SAFETY CIRCULAR No. 2 of 2015                                 The key objective of Indian voluntary and confidential reporting system is to enhance aviation  safety through the collection of reports on actual or potential safety deficiencies that would  otherwise not be reported through other channels. Reporters are encouraged to make use of  their organization’s internal SMS voluntary reporting system wherever applicable, unless they  have no access to such a system or the incident or hazard is deemed beyond the scope of their  organization’s purview.       The Indian voluntary and confidential reporting system is already defined in the Aeronautical  Information Circular 03 of 2015 . However, this Air Safety Circular gives further detailed guidelines  on filing of a voluntary report.         Who can report  -  Personnel belonging to any of the following groups of Civil Aviation sector can contribute to  aviation safe

                          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 relate

1. INTRODUCTION:   Development of a FSDS is a complete process. Changes to each document comprising the system may affect the entire system. Guidelines applicable to the development of operational documents have been produced by DGCA based on the recommendations of ICAO, current best industry practices and analysis of previous accident with emphasis on high degree of operational relevance.    Operator should verify that the functionality of their system is in compliance with the concepts outlined in CAR D5F-F1. DGCA inspectors will conduct a review of the FSDS  to ensure that it is effective in providing vital safety information to flight crew in a timely manner.            Guidelines applicable to operational documents’ development tend to focus on a single aspect of documents design, for example, formatting and typography. Guidelines rarely cover the entire process of operational documents development.        It is important for operational documents to be consistent with each

Acceptable level of safety (ALoS)  is the minimum degree of safety that must be assured by a system in actual practice;                      Absolute safety is generally an unachievable and too expensive goal. Therefore the concept of acceptable safety has been adopted in risk bearing industries, including aviation. The term "acceptable risk" describes an event with a probability of occurrence and consequences acceptable to the society, i.e. the society is willing to take or be subjected to the risk that the event might bring. It is the role of the safety regulatory authorities to translate the society expectations and perceptions into a qualitative or quantitative target level of safety.                  “The  acceptable level of safety  expresses the safety goals of an oversight authority, an operator, or a services provider. From the perspective of the relationship between oversight authorities and operators/services providers, it provides the minimum safety objective

                         Safety Culture is  the way safety is perceived, valued and prioritised in an organisation. It reflects the real commitment to safety at all levels in the organisation.  It has also been described as "how an organisation behaves when no one is watching".                         Safety Culture is not something you get or buy; it is something an organisation acquires as a product of the combined effects of Organisational Culture, Professional Culture and, often, National Culture. Safety Culture can therefore be positive, negative or neutral. Its essence is in what people believe about the importance of safety, including what they think their peers, superiors and leaders really believe about safety as a priority. Why is Safety Culture Important? Safety Culture can have a direct impact on safe performance. If someone believes that safety is not really important, even temporarily, then workarounds, cutting corners, or making unsafe decisions or ju

             Safety newsletters published once per month should be adequate in most cases. When a particular event occurs that can serve as a lesson learned, then it may seize the opportunity to publish out of sequence. These special safety announcements should not interfere with the regular schedule of safety newsletters.         Quarterly newsletters may not keep users actively engaged in the "safety process." One major goal is to instruct and generate safety awareness. If  publish quarterly, employees may soon forget message and purpose.                 The easiest and least expensive way to distribute the safety newsletter is by using the template. Another great idea to deliver the newsletter is to do it during routine safety meeting, safety committee meetings and managerial meetings. You may also consider posting safety newsletters on the bulletin boards that you external stakeholders have access to.

Description               CRM - Crew Resource Management - is the effective use of all available resources for flight crew personnel to assure a safe and efficient operation, reducing error, avoiding stress and increasing efficiency.             CRM was developed as a response to new insights into the causes of aircraft accidents which followed from the introduction of flight data recorders (FDRs) and cockpit voice recorders (CVRs) into modern jet aircraft. Information gathered from these devices has suggested that many accidents do not result from a technical malfunction of the aircraft or its systems, nor from a failure of aircraft handling skills or a lack of technical knowledge on the part of the crew; it appears instead that they are caused by the inability of crews to respond appropriately to the situation in which they find themselves. For example, inadequate communications between crew members and other parties could lead to a loss of situational awareness, a breakdown in

Threat and Error Management (TEM) is an overarching safety concept regarding aviation operations and human performance. TEM is not a revolutionary concept, but one that has evolved gradually, as a consequence of the constant drive to improve the margins of safety in aviation operations through the practical integration of Human Factors knowledge. TEM was developed as a product of collective aviation industry experience. Such experience fostered the recognition that past studies and, most importantly, operational consideration of human performance in aviation had largely overlooked the most important factor influencing human performance in dynamic work environments: the interaction between people and the operational context (i.e., organisational, regulatory and environmental factors) within which people discharged their operational duties.   Background -  The origin of TEM can be traced to the  Line Operations Safety Audit (LOSA)  concept. A partnership between the University of T

An  incident  is defined as: An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. Note.— The types of incidents which are of main interest to the International Civil Aviation Organization for accident prevention studies are listed in Attachment C to Annex 13. A  serious incident  is defined as: An incident involving circumstances indicating that there was a high probability of an accident and associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down. Note 1.— The difference between an acciden