Civil Aviation Safety Procedures PDF

## 3.1 Civil Aviation Safety - Differentiate between various perspectives of Safety - Know the typical risks towards aircraft operations as well as towards human health and their prevention or mitigation ### Key Learning Point - The objective of safety is to reduce the risks of injuring people or...

## 3.1 Civil Aviation Safety - Differentiate between various perspectives of Safety - Know the typical risks towards aircraft operations as well as towards human health and their prevention or mitigation ### Key Learning Point - The objective of safety is to reduce the risks of injuring people or damaging property - A systematic approach towards Safety can effectively and sustainably identify risks inherent to airside operations and mitigate them ### 3.1.0 Unit Overview In this unit you will learn about the various perspectives of safety - there are several stakeholders' interests to consider. We start by offering some definitions to enable you to easier distinguish between terms like safety and security or operational and occupational safety. You will then learn details of establishing and managing a Safety Management System (SMS) as an integral part of modern operations. We will discuss the reasons for the special planning of measures to maintain acceptable levels of safety when maintaining or constructing airside surfaces. We will also cover training of airside vehicle operators aerodrome. Finally, we will discuss the meaning of FOD (Foreign Object Debris/Damage), its sources, and how they pose a significant risk to both operational and occupational safety. Last but not least, you will learn how to initiate and maintain effective preventative action against FOD. ### 3.1.1 Introduction/Definitions Though cyclic by nature, our industry shows remarkable overall growth. It is also the safest means of transport. If you compare the safety performance of the aviation industry with that of other transport modes, you can see that it is the safest mode to get from A to B. Rarely do we read about severe accidents with tragic loss of many lives. This is the result of decades-long joint efforts on all levels towards - Standardization - Risk analyses - No tolerance to unsafe conditions and acts - Lessons learned and continuous improvement of all factors leading to more safety. There are several perspectives to safety: - Occupational safety - to protect the passenger, neighbours and staff from risks inherent in aviation activities. - Operational safety - to protect aviation from risks stemming from bad conditions, unsafe acts and procedures, unsuitable infrastructure and human error. Keep in mind that security is NOT to be confused with safety. Security is one area relevant to safety, but never serves a purpose on its own. By preventing criminal acts a multitude of safety risks affecting aeronautical operations can be eliminated. Per definition safety means the absence of accidents through prevention. Accidents can cause: - Injuries or death of people. - Damage to property. Accidents are very costly in terms of loss of life or assets, and social costs (disability compensation, insurance payments, loss of productivity, replacement of people and equipment). For an organization, an accident causes a substantial drain on resources, generated by staff time spent for investigations and enquiries, legal proceedings, and eventually legal suits. In this section, we will deal with both aspects of safety: aeronautical and human. Safety is one of the most important concerns of airport management and employees. ## 3.1.2 Operational Safety ### 3.1.2.1 Risks to Operational Safety Air transport is one of the safest modes of transportation. This is due in large part to the very stringent standards imposed by aircraft, aerodromes, and aircrew certifying agencies. Aeronautical safety on the ground can be threatened by the following factors: - Pavement condition, such as the presence of standing water, snow, ice, and rubber deposit, on runways, taxiways, and aprons. Broken slabs or irregular surfaces can also affect the safety of aircraft operations. - Obstacles penetrating OLS or located within runway strips. These obstacles can exist due to several factors: negligence, ignorance, or natural causes. - Temporary obstacles caused by construction or maintenance activities: cranes, trucks, trenches, holes, barricades, and earth piles. - Broken or damaged ground facilities such as approach lights, signs, and faded markings. - Presence of debris on all surfaces. - Bird activity on and near airports. - Inadequate maintenance personnel or equipment, caused by lack of supervision, wrong equipment, caused by lack of performance monitoring. - Finally, in-flight emergencies caused by human error, mechanical failures, fire, fuel shortage, or unlawful acts. Although these factors are unrelated to ground facilities, they require the deployment of resources by the aerodrome operator. This subject is addressed in more detail in a subsequent section, titled "Aerodrome Emergency Plans". - Runway incursions, when an aircraft or ground vehicle enters a runway without clearance or as a result of an erroneous clearance. Parts of the aerodrome where runway incursions frequently occur are called "hot spots" and these are shown on special hot-spot maps. ### 3.1.2.2 Procedures to Reduce the Risk of Aeronautical Accidents There are proven measures that can keep the risk of aeronautical accidents to a minimum. These measures include: - Ensuring the aerodrome continuously meets all the provisions of its certificate. This means, the infrastructure is kept according to certification specifications and is well maintained. Any deviations are analyzed and suitable mitigation measures are in place to buffer any potential risks resulting from such deviation from the design standards. - Carrying out regular inspections and audits of all aerodrome facilities and procedures, paying particular attention to obstacles, runway pavement condition and friction, visual aids, and emergency plans. There are detailed regulations in place (both with ICAO and EU, and with the national Aviation Authorities) that clearly define the duties of the airport operator. - Promptly informing all affected parties if any non-compliance is detected. - Taking immediate corrective action to return the facility to a safe condition. - Establishing a thorough hazard and risk management to identify potential sources of harm. - Analyzing incidents and accidents in order to better understand the root cause and underlying contributing factors. This is the base for taking preventative action against future incidents by managing the known risks. - Ensuring the aerodrome meets the appropriate standards for Rescue and Fire Fighting Services. - Developing a safety plan for any airside work contract. - Including all of the above procedures in the Aerodrome Manual for ease of reference and audit. - Providing the required base and recurrent training to airside vehicle operators. - Eliminating hot-spots through changes to procedures and eventually even to taxiway geometry to improve the visibility of the runway(s). ## 3.1.3 Occupational Safety ### 3.1.3.1 Risks to Human Health (Occupational Safety) Working on an aerodrome presents some inherent risks as the airside is an accident-prone area. The most common causes are: - Exposure to jet blast, jet engine suction and turning propellers. - Exposure to high noise levels. - Exposure to exhaust fumes from aircraft and vehicle engines. - Risk of being hit by aircraft, vehicles and ground support equipment. - Work in inclement weather conditions. - Exposure to lightning strikes. - Moving around on slippery surfaces. - Falling from elevated devices. - Working around chemicals and other hazardous products (fuel, aircraft lavatory waste, deicing fluids). - Work in confined spaces (sewer manholes, tanks). - Work around high voltage equipment. - Work under pressure to meet stringent turnaround times for aircraft or to return a critical facility to operational status. ==End of OCR for page 3== ### 3.1.3.2 Procedures to Reduce the Risk of Accidents to People The following measures will, if implemented and enforced, yield immediate results in reducing the risk of accidents to people: - Be visible: wear approved safety vests everywhere on airside. - Protect your hearing: wear ear plugs or other approved gear. - Protect your head: wear a hard hat while working in construction areas. - Protect yourself against falls: use proper safeguards or a safety harness. - Be aware of your surroundings: watch for aircraft, vehicles and GSE. - Wear protective gear when working with hazardous materials. - Wear safety shoes. - Do not work alone in a confined space. - Use applicable safety procedures when working with electrical equipment. - Wear clothes adapted to weather conditions. - Install a lightning warning device, especially for work around refueling activities. - Train employees in safety procedures, promote safety, recognize safe records, and take disciplinary action when required. These basic procedures should not eliminate the need to be fully familiar with applicable State or local work safety codes. This should be part of employee training. Another useful and often required tool is the establishment of a Safety Committee, with representatives from all areas dealing with safety. ## 3.1.4 Unit Summary In this Unit we have had a detailed look at the different perspectives of safety as well as the corresponding definitions. We have also learned to differentiate between security and safety. All aspects of safety and the avoidance of incidents was covered in detail. ## 3.2 Safety Management Systems (SMS) - Describe the main components of a Safety Management System (SMS) - Elaborate on their objectives and leverages ### Key Learning Point An SMS systematically monitors and analyzes all potential risks towards safe aircraft operations by learning from mistakes rather than blaming others. A Safety Management System is a set of systematic organizational measures and procedures designed to manage safety at an aerodrome. Its objectives stem from the need for aerodrome certification: an SMS is established to ensure compliance with all safety requirements and to achieve continuous improvements in safety performance. Typically, the successful implementation is not limited to installing some measures and procedures, but mainly by changing the overall culture of all partners jointly operating on the airport towards more awareness, attention to regulations and learning from mistakes. The individual components of an SMS all are relevant for the orderly and effective working of the Safety Management as a System. ### 3.2.1 What Is an SMS? Aviation safety is dependent on the application of engineering, operational and management principles and techniques that help in achieving and maintaining an acceptable level of safety in every aviation related activity. A Safety Management System is a top-down, business-like approach to managing risk. A well-designed SMS provides a reliable and precise process to manage risk. This process covers everything from goal setting, planning, and documentation to regular performance evaluation to ensure that the goals are being met. ### 3.2.2 Why is an SMS Fundamental? As mentioned earlier, aviation is the safest form of transportation. This extremely high level of safety has been achieved over the years by a reactive system. Every incident, every accident was carefully analyzed and the lesson learned were applied to the system as a whole to eliminate the various types of risks found in the operation. Having most risks "engineered out of the system", further improvements in safety were only possible by going from a reactive system to a pre-empting one. This means that the operational and engineering aspects are analyzed to discover potential weaknesses and mitigating measures are implemented before an accident or incident can happen. While safety of operations is paramount, achieving safety must also be highly cost effective, This can only be achieved by adopting a systems approach to safety management. The highest possible degree of safety awareness and culture must be an integral part of everything an aerodrome does and it must require that the same be true of all of its partners. It is not possible to make any system or operation completely risk-free. A good It is not possiblprocesses that ensure communication about the residual riskod and the actions that need to be taken to mitigate them. ### 3.2.3 The Key Components of the SMS - **Statement of the overall safety policy for the aerodrome.** Executive Management signs its overall accountability towards "safety first" and demonstrates management commitment towards allocating sufficient resources to safe performance as well as pursuing and evolving a no blame culture, in which it is accepted that mistakes are happening and that staff is encouraged to report their mistakes without fearing repercussions! Rather management aims to learn from such mistakes and improves from such lessons learned. - **Structure and organization of the SMS, and individual responsibilities.** That means, there is a nominated person that is the Safety Manager who is responsible for managing and promoting the SMS at the airport. The Safety Manager has supporting staff, that help collecting information on incidents and accidents, analyses hazards and risks and are in regular communication with operating staff on the apron to promote safety. Additionally, the SMS implements so called Safety Committees, in which experts from the airport, and also from operating partners like ATC, the Airlines or Ground Service Providers sit together to analyze incidents and discuss possibilities of improving conditions and procedures. Typical committees are Runway Safety Team, Apron Safety Committee, Emergency Response Team. Sometimes, but often only occasionally, there are committees coming together discussing and preparing major airside construction activities. - **Setting of performance targets.** Theoretically, these safety performance targets stem from the State's Safety Program, but more often, it is just defined by the operating partners at the airport. They focus on the effectiveness of the SMS by monitoring the number of accidents, wrongful behavior on the apron, number of FOD or runway incursions. - **Methods for communicating safety messages.** This is a key success factor for an effective SMS as only by effectively conveying relevant safety information to the people performing safety relevant activities can these colleagues understand the risks and what they can do to improve safety for themselves and for the operational partners and their equipment, mainly: the aircraft. - **Special safety measures required in critical areas.** An effective SMS identifies the so called "Hot Spots". These are identified critical areas of infrastructure, risky procedures or unclarity of responsibilities and help keeping the focus on the most pressing matters for improving safety. - **Measures for the promotion of safety and accident prevention.** Every day somewhere on an airport in the world there is an accident, from which we all can learn how to improve our own operational performance with regards to safety. Safety Promotion is relevant to keep up the attention towards our accident-prone environment and to help improving the safety on our airport. - **Internal audit and review system.** Installing an SMS is the first step. Permanently improving it is the second and this needs to be accompanied by regular audits and reviews to check, whether the SMS is still on target, whether relevant partners adhere to the rules and there is no deviation from the systematic activities towards safer operations. - **Inventory of safety-related airport facilities including design, construction and maintenance of pavements and aerodrome lighting systems.** ## 3.3 Safety Plans During Maintenance and Construction - Describe the importance of special safety planning before undertaking maintenance or construction on the airside. - Explain typical components and steps to be undertaking within such a plan and its execution. ### 3.3.0 Unit Overview A Construction Safety Plan is an effective measure to reduce the special risks stemming from construction- or maintenance work at an airport's airside. Construction or major maintenance activities on the aerodrome create potential risks that are inherent to this type of environment. This is particularly true when work is done by an outside contractor who may not be familiar with the aerodrome environment. Contrary to highway or building construction, where contractors have freedom of action within the limits of the construction site, airside construction work has security and safety ramifications. In this section, we will deal with the safety issue. The security aspect will be addressed in Module 4. ### 3.3.1 Introduction What makes Airside Work so special? Construction work on airside does not appear to be different from off-airport work. However, the aerodrome environment creates many special conditions. The main ones are: - It affects the facilities used by aircraft. - The aerodrome must remain operational with as few restrictions as possible. - The progress of work is frequently hampered by scheduling constraints (work must be done around scheduled operations, or at night). - It causes unwanted obstacles near the movement area. - It causes unwanted hazards to the circulation of aircraft, such as closed areas, trenches, holes, and stockpiles. - Working around aircraft can be hazardous for workers. - There is a general sense of constraint slowing down progress. In order to avoid unexpected problems upon startup of construction work, it is imperative to clearly spell out what safety requirements will apply during its execution. This will avoid counterproductive duirements will apply duricontrac tor and the airport operator. This is best achieved Safety Plan including the above considerations by developingd be included by developing a Construction in the tender documents. A tender briefing attended by potential bidders, the thecitoperator, ATS, aircraft operators, and inded by potentia presentative of their proposal a description of the practical ens shall be requested to implement Authority will be helpful. Bidand if possible, by a representude in to meet the requirements of the Construction Safety Plan. Needless to say that maintenance or construction work done by aerodrome staff is the subject to the same safety conditions. Informing the aviation community of the work being planned and the restrictions it will entail is essential. Depending on the type of work, its duration and extent, timely publishing of relevant information via the usual AIS channels (AIC, NOTAM) is essential to safeguard safety. ### 3.3.2 Contents of a Construction Safety Plan The contents of a Construction Safety Plan may vary with the scope of work and the level of activity at the aerodrome. However, the Plan should include the following subjects: - Scope of work: what facilities will be affected, what work will be done. - Scheduled date and time of startup and finish. - If the work is to be phased, describe the different phases and timing. - Description of the operational impacts on all affected parties (a runway or taxiway may not be available; some stands may be temporarily out of service). - Mitigation measures to be implemented in order to reduce such impacts to a minimum (re-routing around closed areas, alternate parking stands, etc.). - A description of the temporary markings, lights, markers, and other visual aids that will be installed to meet the provisions of ICAO Annex 14 and national regulations. - Designated areas where the contractor can safely store materials, equipment, and stockpile earth or gravel. - A quarantee that work will not prevent the Rescue and Fire Fighting Services from meeting their mandatory response time to aircraft emergencies. - Description of how the contractor's staff will access the construction site (by providing an escorted bus for example). - Names, telephone numbers and availability of key representatives from the contractor, so that they can be reached outside of working hours should the need arise. - Notification chain in case of changes in plan. - Requirement and timing to issue notification to affected parties. ### 3.3.3 Actions Required During Construction It is incumbent upon the airport operator to carry out a regular follow up on safety measures required by the Plan: - Follow up on safety procedures. - Check proper installation of temporary markings, lights, and markers. - Monitor safety practices daily. - Promptly discuss specific concerns with the contractor. - Ensure the safe movement of vehicles and people. - Review level of restriction to aircraft and vehicular activity ### 3.3.4 Inspections and Audits One of the responsibilities of the aerodrome operator is to conduct audits and inspections. An audit is a verification of documents and procedures by experts, while an inspection deals with the verification of physical facilities by the Certifying Authority. Audits will ensure that the aerodrome's SMS is appropriate for its type of activities; they will ensure that the data published in AIP are current; inspections will deal with the visual verification of all facilities of the movement area, rescue and fire-fighting facilities, fuel facilities, and a night inspection for verification of aerodrome lighting systems. Audits and inspections are conducted by the CAA at regular intervals, usually once a year, less for smaller aerodromes. The objective of these verifications is to ensure that, at the time of verification, all safety procedures and facilities are in compliance with the applicable provisions of the aerodrome certificate. However, since the provision of a safe aerodrome is a continuing requirement, the aerodrome operator must conduct regular internal verifications, to establish with certainty and on an ongoing basis that his aerodrome is in permanent compliance. This is best done by staff from the Operations Division, assisted by technical experts from various disciplines such as civil and electrical engineers, and safety personnel. ### 3.3.5 Unit Summary The maintenance of acceptable levels of safety during construction and maintenance work on the airport require special and strict measures, which were discussed in this Unit. The various inspection and audit actions and responsibilities were also covered. ## 3.4 Airside Vehicle Operator Training Programme - Explain the rationale behind special driver's training on an airside - List and describe components on an AVOP training ### 3.4.0 Unit Overview Comprehensive and decisive Training of Airside Vehicle Operators (AVOP) is a mandatory prerequisite to safely drive any vehicle on an airport. Maintenance and operations activities require the regular presence of vehicles and equipment on airside for several purposes: - Inspections, maintenance and repairs. - Transport of personnel, parts, equipment. - Aircraft ground handling (baggage, cargo, fueling, catering, etc.). - Aircraft guidance by follow me car These types of vehicular operations substantially differ from highway driving because: - Most of these tasks are performed in areas where vehicles and aircraft share maneuvering surfaces. - The presence of vehicles near the maneuvering area constitutes obstacles. - The driving environment is unfamiliar especially at night. - On controlled aerodromes, the operators of these vehicles are required to use radiotelephony communications. ### 3.4.1 Airside Vehicle Operator Permit (AVOP) The operation of vehicles on airside requires special qualifications on the part of operators. Since these qualifications are not part of a regular driver's license requirements, airport operators must develop and implement procedures leading to the issuance of a site-specific Airside Vehicle Operator Permit. Some airport operators (mainly on complex airports with several runways and high density traffic) even have a special driver's permit for driving on the maneuvering area. In this case the trainee also has to obtain a special aeronautical radio operator certificate to communicate with the aerodrome control tower. ### 3.4.2 Training of Operators An important aspect of this process is training. The airport operator should develop a comprehensive training program for all operators, regardless of their responsibilities or employer. This program should include the following items: **Knowledge:** The applicant should be fully familiar with the following information: - Geography of the aerodrome. - Aerodrome signs, markings, and lights. - Radiotelephony procedures to use trunk radio in communications with relevant partners. - Rules of traffic services as they relate to priorities. - Other relevant airport rules and regulations. - Special rules that may apply to some specialties such as rescue and fire fighting. **Competency:** In addition to theoretical knowledge, the applicant should acquire the following practical competency: - Proper operation of radiotelephony equipment. - Understanding and complying with controller instructions and authorizations. - Vehicle navigation on the aerodrome. - Special skills required by particular functions. - Possession of a valid State driver's license. - Possession of a valid State radio operator's license. Bringing an operator up to this level of qualification is time consuming and expensive. Therefore, it may not be necessary to train all operators to the same level. For example, operators whose responsibilities are strictly limited to aprons may be trained to a more basic level, consistent with aerodrome safety considerations. **Training Requirements:** Airport operators should develop a formal training package and a follow up process, arranged in the form of a training plan. It should include the following steps: - Training by a qualified instructor. - Self-study of theoretical aspects. - Theoretical and practical testing. - Issuing of permit. Since the possession of such permit is a requirement for some positions, AVOP training should be integrated in hiring procedures (a new employee will not be authorized to carry out his full functions until he is fully qualified). ### 3.4.3 Management of AVOP Programme Issuing a permit should not be the end result. There is a continued requirement to ensure that aerodrome safety is not jeopardized. This should be done through: - Enforcement by the appropriate authority (airport operator or police). - Corrective action when non-compliance is observed or reported (feedback, re-training and testing, follow up). - Disciplinary action if warranted (suspension or cancellation of permit). - Recognition of operators with impeccable driving record. - Promotion of aerodrome safe driving habits. - Validity of permit (operators must be re-tested at regular intervals to ensure a consistent level of competency). ## 3.5 Foreign Object Damage (FOD) - Describe why Foreign Object Debris (FOD) is called Foreign Object Damage by airline operators. - List typical FOD, their origin and how to prevent FOD from adding significantly to the risks of aircraft operations. ### 3.5.0 Unit Overview Foreign Object Debris is a major contributor to unsafe aircraft operations. By systematically analyzing their origin you can reduce the existence on critical airside surfaces. This term designates damage caused to aircraft engines and airframe by Foreign Object Debris. Damage can also extend to buildings, equipment, and cause injury or death to personnel working around aircraft. FOD damage is caused by objects that do not belong onto the surfaces of an aerodrome and that can be: - Ingested by jet engines. - Blown away by jet blast or propeller wash and thrown onto other aircraft, equipment, buildings, or people. - Damaging critical structures of the aircraft. The highest probability of finding FOD is the apron because it is where the highest level of activity occurs. Airlines to translate the acronym FOD to "Foreign Object Damage". However, FOD can also be found on runways and taxiways, which is the most critical sector of an aerodrome, as aircraft do operate with high speeds and any defect can result in disastrous accidents (Figure 3.5.a). ### 3.5.2 What is the Source of FOD? FOD is generated by equipment and materials used by agencies that carry out work on the aerodrome: - Caterers/Flight Kitchens - Ground handlers - Fueling companies - Airlines - Airport maintenance - Construction and maintenance contractors - Any agency having a presence at the aerodrome - Aircraft parts falling off ### 3.5.3 What can be done about it? FOD can be reduced in two ways: - Avoidance - Removal Avoidance is the most effective method. For example, employees who work around aircraft should ensure that they do not leave loose objects lying around. Removal will avoid damage. FOD can be controlled through a coordinated effort between all involved agencies. It can be achieved by training, inspections, and maintenance coordination. Employees must be made aware of the safety and financial effects of FOD. Inspect work areas, pick up FOD. Install magnetic bars on GSE and other vehicles. They will collect any piece of iron lying on the ground. It is a matter of attitude. FOD is everybody's business. Use well-identified FOD containers and empty them regularly. ### 3.5.4 FOD Control Plan Prepare and implement an FOD Control Plan in consultation with all affected agencies. Recommended actions include: - Statistics on reported FOD damage or injuries. - Regular inspection of key areas. - Training and promotion.