Safety Development and Management - Coursework Example

Safety Development and Management Name Tutor Course Institution Due Date Table of Contents Table of Contents 2 Safety Development and Management 3 Introduction 3 Discussion 4 The status of Coast Guard Helicopter (CGH) 4 Circumstances and Scope of CGH 4 Legal provisions 4 The nature of safety Safety 5 Risk management 6 Safety management 7 Interdependent in Safety matters 7 Management of exceptional measures 8 Items of applicable legislation 9 Classification of Hazards 10 Illustration of Risk assessment 12 Safety Functions 13 Safety Management Arrangements 14 CAE Overview 14 List of References 15 Safety Development and Management Introduction There has been remarkable support gained by the Coast Guard Helicopter in the United States as an effective tool used by the army officers of the Coast Guard in patrolling the coast and ensuring people’s safety. According to Thill (1993), the Coast Guard Helicopter has undergone articulate designing to enable it offers prompt and fast emergency services to persons in distress or vessels too. Functions linked to the Coast Guard Helicopter include establishing location of casualties, assisting in first and emergency evacuation and finally safe transfer of patients to hospitals for further treatment. Additionally, the helicopter reports the number of cases to the Coast Guard headquarters for an update on the statistics of safety cases handled onshore and offshore (Ericson, 2005). In ensuring the best service, reduced risk occurrences and high standards of safety the Coast Guard Helicopter has to meet particular stipulated legal and safety management requirements to remain operational. This study provides supporting evidence to the claim of Coast Guard Helicopter’s compliance with requirements of safe operations in the intended environment. Discussion The status of Coast Guard Helicopter (CGH) Circumstances and Scope of CGH Since the Coast Guard Helicopter has undergone special designing for the primary purpose of coast patrol and emergency rescue, safety stands out as one of the major factors considered in its structuring. In order to ensure all operations run smoothly and under minimum risk, the Coast Guard Helicopter has incorporated the necessary health and safety requirements in all its zones to that effect. The scope of this study presents all the factors and ways in which the helicopter’s design has complied with the relevant health and safety management policies and legislations pertaining to its use. Furthermore, the scope breaks down the helicopter’s operation and how it meets its set objectives both in onshore and offshore incidences. This study also explains the detailed measures incorporated to cut down on the health hazards and risks that might occur in CGH operations; and the communications systems that facilitate easy communication (Thill, 1993). Legal provisions In relation to the expected legal requirements, the Coast Guard Helicopter’s (CGH) design and operations have met and even surpassed the level of compliance. For instance, one of the main legal requirements stipulates that at any one point, all personnel flying the helicopter should have undergone a complete pilot training certification; and by a recognized institution. The CGH has complied with the above requirement by having both qualified pilot and co-pilot who can handle the helicopter under any situation. The watch tower monitoring activities on the radar also legally requires that any helicopter flying in their airspace should have a well-established communication system that would facilitate communication both with other rescue teams and the Coast Guard headquarters. In relation to the same, the CGH has met this legal requirement by ensuring that the helicopter’s design includes the latest inbuilt communication technology for both internal and external communications. Aside from these existing high technology systems the helicopters is also equipped with portable communication radios; for easy communication with the rescuers. Another legal requirement dictates that the helicopter must fly within designated areas and under a set speed limit. This helicopter has also complied with the mentioned legal requirement by always flying at a recognized safe speed and only along the coast; when handling offshore emergency cases or onshore cases on broken down vessels. Lastly, the most basic of all the legal requirements states that the helicopter should not under any circumstance take part in any other activities except emergency rescue and first aid. The helicopter has also met this requirement by putting an accountability system check in place. For example, every pilot has to check in over the radio every fifteen minutes when on duty and the helicopter’s movement remains under heavy surveillance by the watch tower at all times. The nature of safety Safety The entire design has observed the necessary safety requirements. For example, the helicopter’s design constitutes of materials that sustain the helicopter even through the most horrible weather conditions; therefore ensuring the utmost safety of both the pilot and co-pilot and other passengers on board. Another safety requirement already achieved relates to having an experienced mechanic do all the pre-flight checks; just to ensure that the helicopter is in the best working condition, and no mechanical problems arise while in flight. The Coast Guard Helicopter has a team of qualified mechanical and aeronautical engineers who take the helicopter through several counter checks before any pilot is allowed to fly them. Furthermore, the safe 300km/hr speed limit set for the helicopter under any operation ensures that they meet the speed safety requirement; as well as avoid any breakdowns during operations. Risk management Communication is one of the key factors in managing any risk occurrences. As a result, the CGH has ensured that the helicopter has the best-established communication systems and maintains constant communication with the Coast Guard Headquarters. According to Hayhurst (2007) this culture of continuous communication not only keeps them informed of any suspicious activities experienced on the flight but ensures adequate preparation for any upcoming risks. On the other hand, through the strict mechanical checks and frequent maintenance updates carried out on the helicopter, the probability of risk has been efficiently managed. Anything noted that is suspicious or out of place gets fixed and retested before any personnel is allowed to board the aircraft. The helicopter also uses two uniquely calibrated navigation systems that first map out the location then the GPS calculates the accurate navigational route through established satellite links. This double system of navigation ensures exact location navigation, thereby managing the risk of getting lost or location misidentification (Hayhurst, 2007). Safety management The helicopter’s design has incorporated various safety management arrangements in ensuring that all its operations remain safe and manageable. For example, the helicopter has a well- equipped rescue bay with fully functional rescue and first aid equipment to ensure efficiency and safe rescue operations. The communication system; the portable communication radios, inbuilt external and internal communications included in the cockpit enable the pilot to communicate easily with the rescuers and the Coast Guard Headquarters. This established communication channel keeps everyone updated therefore ensuring any safety issue gets managed promptly. The helicopter also has several stretchers stacked up for emergency rescue; where patients can be placed during first and before the final transfer to the hospital. Additionally, the helicopter has never lacked a first aid kit; which enables any qualified personnel on board to carry efficiently out first aid services on a patient (Seddon & Newman, 2011). Interdependent in Safety matters These interdependencies refer to any implemented safety countermeasures to safeguard the helicopter from uncontrollable environmental aspects, for example, visibility. First the helicopter’s design has a achieved this aspect by having an in-built GPS system that determines the navigational positioning of the helicopter through secured satellite links. This system also ensures the in-flight recorded information gets interpreted efficiently, for quality navigation. Also, the cockpit has highly designed electronic sensors that sense the changes in location and relay the information to the pilot; therefore enabling him to stay within the stipulated height above the ground. All the materials used in the helicopter’s design are well known and relevant to the necessary flight functions that aid in rescue operations. For instance, the cockpit has portable communication radios which increase efficiency in communication during rescue operations. The helicopter’s main rotor has mechanical linkages and a mechanical functioning gear which ensures efficiency in rotation; enabling the helicopter to achieve different heights and distances. The flight has electronic controls that operate through electronic signaling making the work of the pilot easier. Also, the power constitutes of a gearbox, electronic winch gear, fuel store and diesel engine, all which work together in creating power for the helicopter to fly. Additionally, the landing gear has structural mounts for brakes and wheels that safeguard the helicopter when landing. Also, hydraulic links run all the way from the cockpit to the brakes, an aspect that increases safety during landing or emergency braking situations (Hayhurst, 2007). Management of exceptional measures The helicopter’s design has supported and shown an impressive management of exceptional measures. For example, the helicopter has a two-seater section that first aid professionals can use to set up stable patients as they await transportation to a hospital. They have adequately managed the action of providing fast and safe rescue services by having the structured mount for brakes landing gear. Rescue activities require fast first aid attention and an even faster follow-up through a hospital; therefore the helicopter suits this action extremely well. Also, because the helicopter's hydraulic landing gear links to the cockpit, this enables the pilot to land and take off from any point within the shortest time possible. The GPS systems which direct the helicopter and enables the pilot to change heights accordingly enables the helicopter in managing the action of reaching distressed people and vessels during emergencies and after that transfer them to hospitals. The fully equipped first aid kit in the helicopter also enables the professional manage the outstanding action of offering effective first aid services. Lastly, the helicopter rescue bay has enough room that allows stretchered patients to undergo safe transportation to hospitals for further treatment. Items of applicable legislation The first example of a legislation applicable item is that only qualified personnel who have undergone complete pilot training certification from a recognized institution should have the permission to fly. Their flying experience equips them with the necessary skills to deal with possible emergencies happening during the flight. This aspect implies that that the Coast Guard headquarters must vet any qualified individual to gauge their level of experience and expertise before offering them a pilot position. Secondly, another legislation applicable item is stated in the rule that the helicopter should never under any circumstance participate in any other activities apart from rescue and emergency onshore or offshore at the coast. This item explains why the pilot has to fly the helicopter within the designated flying zones; therefore he will have to abide by some regulations (Seddon & Newman, 2011 p.7). Another applicable item on the legislation list relates to the deviation authority; only a relevant body recognized by law may authorize a deviation authority for the helicopter’s use in a training session other than its intended use. This item implies that when the Coast Guard need to use the helicopter for their yearly trainings they will have to acquire permission from a recognized body of law first; in order to deviate from its intended purpose. The process will require them to tender in a request for deviation with clearly written reasons and duration of the deviation early enough before the exercise. Furthermore, in relation to legislation applicability; the helicopter is required to have a well-established communication system and maintain continuous communication with the headquarters at all times. This fact implies that in case the aircraft experiences restricted take off along the coast airways, and then a clear communication to support the same action must exist; to support the delays in rescue and emergency situations. Also, these systems should solve the problem of helicopters landing in densely populated runways. The last legislation applicable item stipulates that at no one point should the headquarters have any experimental operation certified individual operating the helicopter other than what they were certified to do. For example, a mechanic holds an experimental operational certificate which only allows them to carry out maintenance (Seddon & Newman, 2011). But if they were to operate the aircraft the Coast Guard headquarters office will be held in contempt of the law (Seddon & Newman, 2011, p.30)). Classification of Hazards The chart below indicates the HAZOP study of hazards a CGH can encounter during flight and operation (Hayhurst, 2007 p.10): Identified Hazards . Assess the Hazards: Initial Risk Control Measures Developed for Identified Hazards: . Assess the Hazard’s Residual Risk How to Implement the Controls Mid-air collision Medium Locate another pilot in the area; create situational awareness. Low Pre-flight briefing and training. Unprepared Landing Zones (LZ): Extreme The pilot must have an AMD card for unprepared landing zones. Medium Pre-flight briefing Wind direction Extreme Use the radio and visual indicators to relay wind speed to the pilot. Medium Helicopter safety training Lost in remote location (Cold and rainy) Medium Always carry a personal survival kit and a minimum daypack change of clothes. Medium Flight following safe passage plans. Possible zonal hazards that helicopters might experience during deployment include the following: Poor visibility; this hazard may occur due to the presence of gas emission or smoke in the air and sometimes climatic changes. This hazard is perceived as extremely hazardous and therefore the right measures should be implemented promptly. Poor visibility is more of an uncontrollable hazard but the helicopter’s design can incorporate suitable lighting to aid with navigation. Changes in the wind; Again this hazard results entirely from nature and may lead to flight deviations, getting lost, and collision into unwanted objects in the flight zone; therefore its termed as critical. The best SOP to deal with this hazard is relying on the electronically charted GPS readings to stay on course. Functional failures of CGH while in operations along the coast include: Functional Failure Assessment Process Function Flight phase Failure conditions Operational consequences Criticality Remarks Loss of auto-stopping features Landing. Partial loss of function of the internal electronic system and hydraulic link Total loss of function leading to a crash Fatal System pre-check and maintenance Assymmetrical thrust Enroute Loss of control; unintended control action Total malfunction and misleading information. Major Engage the auto pilot controls. Reduced capability of deceleration Approach Undetected degradation in functioning capability Partial loss of control Fatal Use GPS to increase accuracy for navigation. Illustration of Risk assessment Hazard Mid-air collision Unprepared Landing Zones Operating practice risk reduction measure Following safe passage plan. Rely on the inertial navigation system for proper positioning. Engineered barrier Use advanced surveillance technology that detects other aircraft in the flying zone Communicate through the inbuilt systems to the coast guard headquarters to have a ground guide on standby. Evidence of the integrity of the barriers With the utilization of modern technology, devastating collisions are avoided and rescue operations run efficiently. When the pilot has assurance that the landing site has been marked for any rotor hazards, then safe landing can easily be achieved. ALARP Statement for the barriers Reduce the risk of operating in crowded air space or during heavy traffic periods; therefore promoting low risk costs (Thill, 1993, p.298). Implemented engineered barriers no risks at all or low risks involved in helicopter operations Reduced operation costs when the helicopter lands poorly or delivers the patiently unsafely for treatment. Implemented engineering barriers will ensure increased safety management and low risk costs due to hazard eliminations. Safety Functions The helicopter has achieved safety functions through the use of the GPS system doubled in-built inertial navigation; to determine positioning through established satellite links. The calculated positioning then gets relayed to the electronic charts for the pilot on the safest passage plan (Seddon & Newman, 2011). Safety Management Arrangements The following fall under the possible claims that will be made relating to safety management arrangements; The utilization of GPS systems in the helicopter that helps with positioning and keeps the helicopter within the flight zone The fully equipped rescue bay and first aid that increase efficiency of service The helicopter’s utilization of double navigation increases safety and ensures safe passage during flight. The cockpit design has allowed the inbuilt communications systems that effect easy and continuous communication with headquarters; ensuring risk preparation. Mechanical engineers who carry thorough pre-checks and frequent maintenance to ensure safety and risk reduction during flight. CAE Overview CLAIM Computer-aided engineering (CAE) acquired its name from the involvement of computer software in promoting engineering analysis tasks as well as safety. In helicopters CAE is inevitable just like in other aviation aircrafts. Helicopters controls and communications are CAE controlled, the navigational system, and the multibody dynamics of flight and the optimization of the same. Therefore we can conclude that helicopters run and operate entirely on CAE rather than GSN, as CAE ensures efficiency in monitoring risk, hazards and managing safety systems. List of References Ericson, C 2005, Hazard analysis techniques for system safety. Hoboken, New Jersey: Wiley- 3rd International Helicopter Safety Symposium (CAE) 2009. 2009. Red Hook, New York: Curran Associates. Hayhurst, K. 2007, February ). Preliminary Consideration for Classifying Hazards on Aircraft systems. Retrieved March 18, 2015, from http://shemesh.larc.nasa.gov/people/jmm/NASA-2007-tm214539.pdf.8-47 Thill, D. 1993. Aviation System Safety Risk Management Tool Analysis. Volume 1: Summary Report. Ft. Belvoir: Defense Technical Information Center.298 Seddon, J., & Newman, S. 2011, Basic helicopter aerodynamics 3rd ed. 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