Aviation Safety Program Management - Assignment Example

Aviation Safety Program Management Question one Discuss public policy driving Aviation Safety Programs? Sweet (2009) explains that an aviation safety program is always initiated to enhance aviation safety through the prevention and controlling of accidents and incidents. It focuses on encouraging deliberate reporting of safety issues and actions that are of great concern in flight operations and the entire related fields. The proper management of such programs enhances high levels of safety in aviation operations. Today’s low accident rate signifies a proactive approach in enhancing the level of aviation safety (Public-sector aviation: graduate research award paper, 2010). The proactive safety approach to managing safety is a step to step approach and a comprehensive process for handling safety risks and incorporates the management of operations and technical systems with financial and personnel resources. Therefore, for the proper management of aviation safety certain public policies must be put in place to achieve better results. To achieve such goals safety management is regarded as a fundamental factor to the successful performance of all tasks regarding aviation operations in aviation organizations publicly (Dillingham, 2001). Affordable safety is one of the policies that emerges to be a public concern and that if safety regulation or procedures become too suffocating thus reducing the capability of the aviation industry. This can lead to more people on less safe roads, therefore, a safety policy on cost effectives is a major concern to the aviation programs(Sweet, 2009). In addition, public policies driving aviation programs also concentrates on management of safety at all levels helping to provide prudent corrective action to eliminate unsafe acts, equipment or mechanical hazards and conditions. Finally, the public interest is based on a decision making criterion that is well informed and not based on egos and personalities thus enhancing efficient and effective aviation program management (Dhillon, 2011). Question two Compare and contrast the following Aviation safety terms according to ICAO and NTSB: Aircraft Accident, Serious Injury, Incident, Fatal Injury, and Risk. Dhillon (2011) suggests that International Civil Aviation Organization defines aircraft accident as an occurrence with the operation of an aircraft which happens between the times any individual boards the aircraft with the aim of flight up to the time as all such individuals have disembarked while National Transport Safety Board defines it as an occurrence accompanied with the operation of an aircraft where as a result of the aircraft operation, any individual either inside or outside the aircraft gets serious or fatal injury or any aircraft gets substantial damage(Sweet, 2009). This occurrence is also not caused by deliberate action of one or more individuals which leads to serious injury or damage. Unlike International Civil Aviation Organization, an accident in this case is divided into four categories that is, major, serious, injury and damage. International Civil Aviation Organization explains a serious injury as that which is sustained by an individual in an accident and entails assessed exposure to infectious injurious reduction. On the other hand, National Transport Safety Board considers an injury serious when, one that requires hospitalization for 48 hours, commencing in seven days from the time of injury. It also involves lacerations that result into nerve, muscle, hemorrhages and tendon damage (Dillingham, 2001). It also implies injury to any internal organ, it also involves second or third degree burns and finally, a serious injury in this case is one considered emerging to fracture of any bone. Both International Civil Aviation Organization and National Transport Safety Board defines an incident as any happening, additional to a mishap, related with the process of an aircraft that affects or could be an effect to the safety operations. International Civil Aviation Organization considers fatal injury emerging as a result of being in the aircraft, direct touch with part of the aircraft especially with parts which have been disconnected from the aircraft, straight exposure to jet explosion except when the injuries results from natural causes or due to self infliction or infliction by other persons(Ma and Pedigo, 2011). However, National Transport Safety Board considers an injury fatal when the injury results in death within a period of thirty days. International Civil Aviation Organization and National Transport Safety Board consider risk as degree of probability and severity, of the end result of a hazard taking into consideration the worst foreseeable situation. Therefore, the assessment of the end result of the potential loss of aircraft control expressed in probability terms and severity is the risk (Dhillon, 2011). Question 3 Discuss safety problems associated with flight line operations. Sweet (2009) explains that the flight line is a high risk area that is full of nigh energy levels that can cause havoc if not well controlled. Through flight line operations people interact with sources such as pressurized containers, electricity, fuel, chemicals and propellers. A safe aircraft should probably come equipped with wings and hand rails high enough to walk under without bumping into people at the airport. This is a safety problem the moment all these requirements are not fulfilled and hence hazardous to the environment (Sweet, 2009).This is as unfortunate as we have to tolerate dangerous things such as leading edges, blade antennas, pitot tubes and static discharge wicks. All these are prone to accidents and this emerges to be another safety problem the moment strict attention is not taken to reduce these hazards. In the flight line a five M-factor is applied that is, man, machine, medium, mission, management therefore, a flight line is a people associated problem and not an equipment problem(Ma and Pedigo, 2011). As much as equipments such as propellers are hazardous it is our responsibility to avoid being an upfront and personal with one of the equipments. Consequently, to add to the upshots of these hazards, how about having weather in the muddle up? Weather is another safety problems with flight line operations, this is because, as much as we may not have wing, ice, snow or rain remember we can as well have cold, heat and darkness. These three aspects are very problematic and not only magnify the difficulty of the flight line operations but also expose the relevant people to a lot of injuries (Dhillon, 2011). Finally, wildlife strikes such as birds are a challenge to flight line operations. In addition, supplementary problems concerning the human factor in the fight operations include concerns such haste, complacency, distraction, fatigue and pressure of time constraints that make it cumbersome for a smooth and a perfect flight lime operations to prevail(Public-sector aviation: graduate research award paper, 2010). Question four Describe the 4 considerations listed in the text related to pre-accident planning. Ma and Pedigo (2011), explains a pre-accident plan is a set of recognized procedures or steps to be pursued in the event of an aircraft related accident or impending emergency, whether in a stronghold or field environment). The following aspects, as well as particular and applicable information, are considered in the pre-accident plan. These considerations are discussed are aspects like purpose of the plan, scope of the plan, applicability of the plan, execution of the plan and emergency (Dhillon, 2011). The purpose of the pre-accident plan is to formulate a set of procedures in emergency to be pursued in the occasion of an aviation related accident of a staid incident. These set of procedures are important since, they guide the individuals on the right approach to undertake in order to curb the situation (Ma and Pedigo, 2011). Conversely, the consideration of scope is very essential since to determine the kind of individuals subjected to this plan. This plan is pursued by aircrews, aviation related support personnel, aviators especially when they are engaged in their training activities. The third consideration is the applicability of the plan, whereby the plan should be applicable to all aviation personnel and organizations involved (Dillingham, 2001). Finally, the aspect of execution is also a factor to be considered in a per-accident plan. This plan may be activated by an individual of the aircrew, aviation organization who has confidence and believe that an accident or an incident has occurred or is occurring (Public-sector aviation: graduate research award paper, 2010). Question five Describe risk analysis. Be sure to discuss the components of risk and use of the risk assessment matrix. Dillingham (2001) explains risk analysis as the process of defining and analyzing the harmful exposures to individuals, businesses, industries for example, aviation industry and government agencies emerging as a result of potential natural and human-caused adverse circumstances especially in aviation perspective. Risk analysis therefore entails aspects such as identification of viable negative external and internal conditions, events or situations. Secondly, it also entails determination of cause and effect between probable happenings, their magnitude and the possible outcomes (Dhillon, 2011). Thirdly, evaluation of various outcomes subjected to different assumptions. Consequently, qualitative and quantitative techniques are use to reduce unreliability of the outcomes and associated liabilities, costs and losses involved. Components of risk analysis in aviation need to be considered separately when determining on their management (Ma and Pedigo, 2011). Risk components are: the event that take place or occur that is, the risk, the likelihood that the event will take place and lastly, the impact or the end result of the event if it happens, that is the penalty in this case in terms of cost incurred. Risk assessments are sensitive part of a corporate aviation safety management program. Risk assessment should be carried out each time a hazard is identified or a change might occur. To formulate or initiate accurate risk assessment, it is important that the assessment be completed by persons with adequate knowledge in the field (Sweet, 2009). The risk assessment matrix is a graphical portrayal of risk as the product likelihood and potential upshot. Risk assessment matrix assists air station commanding officers and their pilots and crews in managing duties while employing vastly varied aircraft and pilot attributes. Risk assessment matrix is majorly in aviation to show the levels of risk tolerability (Dillingham, 2001). It also used to show the potential occurrence of the risk thus helping in identifying possible remedy to the arising problems at hand. In addition, a risk assessment matrix helps to determine and assess hazardous events to the aviation industry. This help indentifying intolerable events and their likelihood of occurrence thus creating efficient and effective management. Question six Outline and describe the basic requirements for an Aviation Safety Program IAW FARs. Ads and ACs Dhillon (2011) explains that a basic aviation safety program is that which entails five step accident prevention procedures and that it should embody mission protection, control of nay damage, limitation of any liability, improvement of the management and prevention of injuries. All these should be able to comply with any aviation setup. The steps in a model safety program should be composed of the following necessities, that is, Hazard identification which comprises of inspections, surveys, informal annotations and discussions and safety council objects (Sweet, 2009). Secondly, it should also have a causal analysis which will correlate each danger with the mishap prevention program and which allowed the hazard to happen. The mishap prevention determined will be included in the hazard log. Dillingham (2001) emphasizes on the essentiality of the third step which should have a counter measure program that determines counter measures to correct systems defects that are rightfully targeted, cost effective and supports the mission. Safety education programs such as safety briefings, safety awareness briefings, safety awards program will be annotated in the hazard log. Fourthly, there should a section of implementation program which will help implement countermeasures to correct various defects in the systems by the help of a responsible person of the affected system (Dhillon, 2011). This individual responsible for counter measures and suspense date for implementation of any counter measure will be clearly identified by the safety council minutes. Finally, this program should entail a control program that will help initiate a control methodology for any counter measure. The control measure can be openly identified in the hazard log. Nevertheless the aviation safety officer should ensure control measure follow is done and accomplished (Dillingham, 2001). Question seven Aviation Safety begins with prevention, describe the 4 steps of the prevention methodology when building an Aviation Safety Program. Aviation safety is an important factor in the aviation industry as most of activities revolve around this area. In aviation safety the prevention approach which is the first step which involves comprehension, leading to safety not only in an aircraft but also in the area of maintenance (Dillingham, 2001). Sweet (2009) explains that the key to accident prevention processes include preparedness, accountability and professionalism. This encourages the emergence of a culture whereby accident prevention entails more than having an aviation safety system binder on the table or shelf and being able to check off the boxes for auditors. It needs a vigilant mindset and a team approach to securing for every chance to uncover potential risks and bravely address them (Dhillon, 2011). The accident prevention procedure should include Vehicle safety technology which involves singe aircraft accident prevention, mitigation and synthetic vision systems. Secondly it also encompasses the phase of weather safety technology that deals with aircraft icing and prevention weather accident (Dhillon, 2011). Phase four comprises of system safety technology that revolves around search and rescue, aviation system monitoring and modeling and system wide accident prevention. Finally, the accident prevention methodology should also contain the phase of security research whereby this would aid in maintaining high level of securities at all instances within the entire region (Sweet, 2009). Question eight Choose an FAA/NTSB or other database and research an existing safety issue to qualify your perspective quantitatively. Discuss your results ensuring the reference leads to all data points in the discussion. According to FAA safety issue that has raised great concern over the few years is the fear of flying. This is an anxiety disorder that might result about during a flight or well before an individual gets to the airport to begin a flight (Dillingham, 2001). This is as a result of past experience that has little to do with the associated risks of the flight. Depending on each and every individual the fear of flight can of the following concerns that is, fear of being over water, heights, flying at night, fear of unknown, loss of individual freedom, being idle for a long duration, turbulence concerns and weather conditions, concerns over security screening process, misunderstanding of the sounds, sights and sensations of a normal flight, loss of control and issues from pats physical or psychological trauma (Ma and Pedigo, 2011).. Concerning this perspective quantitatively, the airline industry is clearly aware of the fear of flying and how it influences the travelling individuals from various sectors in the public (Sweet, 2009). According to research by the two Boeing researchers, it has been noted that approximately 18% adults in the United States were afraid to fly and another 12.7% of adults experienced anxiety when they fly. Therefore, about one among three adults was afraid to fly (Public-sector aviation: graduate research award paper, 2010). A half of this proportion (6%) said that they could not fly since; they considered flying unsafe. Recently, it was noted that about 50%of the adults surveyed who flew especially on commercial airlines were frightened for sometime during the flight (Dillingham, 2001). Question nine Explain legal liability concerns associated with Airline industry service and how these concerns will affect an Aviation Safety Program. Legal liability concerns affecting airline industry service majorly lies on areas of passenger service and security. In the line of security a major concern has been posed over passenger screening whereby the passengers’ rights are violated (Sweet, 2009). Secondly, through personal screening individuals passengers exposed too such objects get injured however this can real or perceived. The first type is referred to as unconstitutional search and the second type is considered a legal challenge (Dillingham, 2001). Different nations have various aviation rules for safety however this is a challenge to aviation safety program management especially, when the aviation safety team tries by all means to enhance safety in the airline through activities such passenger screening to detect presence or absence of harmful objects or threat objects that are not allowed within the aircraft during the time of flight. However, the legal problem associated with the implementation of these measures that are more intrusive than the current ones must be addressed (Public-sector aviation: graduate research award paper, 2010). Since, this is a legal issue, courts also ensure the effectiveness of search in reducing the threat and whether ample care has been put in place to control the scope of the search as much they can while still retain better service effectively (Sweet, 2009). All these poses major challenges to the aviation safety program management. It is cumbersome to manage such a sector when there are various challenges emerging from the key areas of the industry. For example in this case the significance of maintaining safety is in aviation industry leads to profitability and boosts the economy at the same time but at what expenses when such challenges arise? It therefore, calls for an immediate solution for the aviation industries to perform better since; they are the core of the economy (Public-sector aviation: graduate research award paper, 2010). Question ten Describe the economic aspects that determine the need and scope of an Aviation Safety Program. The essence of an aviation safety program is realized depending on the prevailing economic conditions at stake. Since, safety is a major concern in aviation, it should be effectively managed in order to avoid unnecessary damage and losses in the aviation industry (Public-sector aviation: graduate research award paper, 2010). Sweet (2009) purports that aviation is important to the economy of any nation as it enhance effective communications and tourism. These communications creates a positive impact to the economy especially when people are able to access different places by air such as islands to carry out business activities. As individuals travel over different places it is important to enhance aviation safety to avoid unnecessary losses to the relevant sectors that boost the economy of various countries (Dhillon, 2011). All over the world 40% of tourists travel by air this shows that if aviation safety is not taken into deep consideration countries which depend on tourism as their economic booster will not perform as expected. Conversely, low safety standards would lead an approximate reduction of 30% in tourism and eventually causes a negative economic impact in the respective nations (Dhillon, 2011). The role of aviation safety programs is to ensure that there are high safety standards in aviation industries so as to help boost the economy of tourist dependent countries such Canada and others. In the economy, aviation forms a massive impact in terms of finance and employment. This is because; around 14 million jobs in the world depend vastly on aviation. Analytically this results into a total value of 880 US dollars which comprises of 10% of the world’s Gross Domestic Product. Therefore, this shows that safety in aviation through an appropriate aviation program would result into profitability hence boosting the economy of a given region (Ma and Pedigo, 2011). References Dhillon, B. S (2011): Transportation systems reliability and safety. Boca Raton, FL: CRC Press, Dillingham, G. L. (2001): Aviation security weaknesses in airport security and options for assigning screening responsibilities. Washington, D.C.: U.S. General Accounting Office. Ma, J., & Pedigo, M. (2011): The line operations safety audit program: transitioning from flight operations to maintenance and ramp operations. Washington, D.C.: Federal Aviation Administration, Office of Aerospace Medicine. Public-sector aviation: graduate research award papers (2010): Washington, D.C.: Transportation Research Board. Sweet, K. M. (2009): Aviation and airport security: terrorism and safety concerns (2nd Ed.). Boca Raton: CRC Press. Read More