Aviation Safety Manual - FlyMex NATIONS AVIATION STDS.pdf · Aviation Safety Manual Revision 6 –...

UNITED NATIONS

AVIATION SAFETY

MANUAL

Aviation Safety Manual Revision 6 – 1 February 2003

Foreword Some areas of activity in this publication stipulate requirements that are in addition to the basic requirements listed in the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS). These additional requirements are necessary to accommodate the operational needs of the UN peacekeeping mission and will be fulfilled by all flying units operating for the UN under charter agreement, Letter of Assist, Pro Bono or as part of Contingent Owned Equipment. The material presented in this publication is to facilitate Aviation Safety management in the Department of Peacekeeping Operations (DPKO) and does not imply the expression of any opinion whatsoever on the part of any United Nations body concerning the legal status of the authority of any company, country or organization.

Purpose Statement The United Nations Aviation Safety Manual is designed to provide United Nations (UN) aviation safety officers, senior managers, staff and personnel, with an understanding of the concept of aviation safety management in the United Nations and with the procedures for its implementation. This manual should be read in conjunction with UN Aviation Standards for Peacekeeping and Humanitarian Air Transport Operations (AVSTADS) and relevant International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS). Where ambiguity exists, the ICAO SARPS should be applied.

Applicability All DPKO staff members who have responsibilities related to management, planning, execution and oversight of air activities at UNHQ and in the field. All personnel of civilian operators or Governmental Organizations who provide air assets to DPKO under charter agreement, letter of assist, pro bono or that are part of a contingent as contingent owned equipment. All personnel from other UN organizations, or non UN organizations, or single individuals that come into contact with, or provide services to, or utilize DPKO operated aircraft.

Roles and Responsibilities The Under Secretary-General for Peacekeeping Operations, the Assistant Secretary-General for Mission Support, the Director Logistics Support Division, the Chief UNHQ Aviation Safety Unit, the Heads of Mission, the Directors of Administration/Chief Administrative Officers, the Mission Aviation Safety Officers have direct roles and responsibilities in the management of aviation safety. These are specified in detail in the appropriate parts of the Manual. Additional personnel at UNHQ and field level with lesser roles and responsibilities in aviation safety are also specified in the body of the Manual.

Effective Date This Revision 6 is effective from 1 February 2003. The United Nations

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Aviation Safety Manual will be reviewed at least annually and revised when and where necessary to accommodate new UN requirements, technological advances in aviation and new concepts of safety management.

Supersession Statement This Revision 6 supersedes all previous revisions of the United Nations Aviation Safety Manual.

Office(r) of Primary Responsibility This publication is prepared by the Aviation Safety Unit, Office of the Director, Logistics Support Division, Department of Peacekeeping Operations, United Nations Headquarters, New York. The primary author is Mr. Giorgio Bindoni, Chief Aviation Safety Unit. Further information concerning aviation safety in the field missions or specific questions related to the safety of air Operations can be obtained from: Aviation Safety Unit Logistics Support Division Room U-312 UNITAR Bldg. New York, N.Y. 10017 Tel: (212) 963-1600 / 1751 / 7307 Fax: (212) 963-3881 Signature of Approving Authority //signed//

Luiz da Costa, Officer-in-Charge Office of Mission Support Department of Peacekeeping Operations United Nations Room S-2260 New York, NY 10017

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EXECUTIVE SUMMARY

1. Accidents are wasteful in human lives, finance, transport resources and property, and are a serious handicap to the political and operational effectiveness of Peacekeeping Operations. 2. The causes of accidents originate in a variety of ways, ranging from an incorrect statement of the operational requirement, through design, production and development, to the operation and maintenance of aircraft. They also originate in the attitude of the Operator, training of personnel and the operational risks that are inherent in every Peacekeeping mission. The great majority, however, can be traced to human failings. In Peacekeeping missions, this can be countered by higher professional operating standards, maintenance, administration, staff work, high morale and by an adequate corporate safety culture; all these are products of inspired leadership. It is therefore executives at all levels, both at Headquarters and in the Missions, who can do most for accident prevention. They are responsible and accountable for operational efficiency, so they must be responsible for the implementation of safety management. 3. Experience has shown that, to keep accident rates low, it is necessary to establish a formal Aviation Safety Policy and an adequate safety organization. Such an organization must be advisory and not executive. Safety management is not a means of achieving operational efficiency and is not an end in itself. The United Nations Aviation Safety Policy seeks the prevention of accidents through the implementation of ICAO Standards and Recommended Practices. 4. To be effective, a safety organization must be independent of executive branches, be of equal status to them and be directly under, or have right of access to, the executive decision levels. To be efficient in its task it must have an adequate system for reporting, investigating, collating, studying, analysing, and exchanging accident data. It must be able to advise on accident risks, seek potential causes, suggest remedial action and publicize accidents and their causes so that all may benefit from the experience of the few. Thus, safety management does not run counter to the operational objectives of a Peacekeeping Mission, from which it is inseparable. 5. Sound Safety management is based on full and accurate reporting of all occurrences, since reporting of occurrences and its dissemination at all levels is one of the most effective tools for accident prevention. At the same time, an established programme for the evaluation of vendor’s performances and for the inspection of all aircraft employed on Letters of Assist, long and short-term charters, contributes to the maintenance of high standards of safety effectiveness. 6. In the tragic event of an accident, the UN Aviation Safety Organization has the capability and the tools for conducting Technical Investigations of aircraft accidents for the purpose of accident prevention, in accordance with ICAO Standards and Recommended Practices. The Missions concerned with the accident will also execute a Mission Board of Inquiry, in accordance with existing UN Administrative regulations and with detailed provisions for the conduct of BOIs related to aircraft

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accidents. 7. In the event of an accident, all Missions have available standardised procedures for the implementation of an Aircraft Emergency Response Plan aimed at providing maximum protection of life and property, while co-ordinating actions aimed at an accurate investigation.

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UNITED NATIONS AVIATION SAFETY POLICY

Introduction

1. Peacekeeping aviation operations, by their very nature, are complex and hazardous activities. To provide its field missions with mobility the United Nations (UN) employs a wide range of fixed-wing and rotary-wing aircraft, each with its own particular operating capabilities and limitations. Depending on security considerations, these aircraft may be either military or civilian, or a combination of both, and may have been drawn from different countries of registration. More often than not, flight operations are carried out under very challenging environmental conditions and in venues that have little or no aviation infrastructure. As a result, the peacekeeping flight activities that the UN asks its military and civilian aircrews to perform are some of the most difficult and dangerous missions to be found in the aviation profession.

Goal

2. As the UN places the highest premium on the safety and security of its personnel, it shall always be the goal of the Organization to prevent aircraft accidents and thereby preserve the life and property of UN staff as well as others who may have been placed in the Organization’s care. This goal shall be pursued through a combination of comprehensive practices for aeronautical operations, an effective aviation safety accident prevention programme and a related structure.

Policy

3. The UN will make every effort and pursue all avenues available to prevent aviation accidents and incidents during operations, which are conducted by civilian air operators, military forces or Member-States, on its behalf. 4. The Department of Peacekeeping Operations (DPKO) shall establish specific Aviation Standards and a formal Aviation Safety Programme, which includes explicit practices, procedures and structures, with the objective of minimizing the risks inherent in peacekeeping aviation operations and preventing aviation accidents. These standards and programme will be developed and implemented in coordination with other UN Agencies, Programmes and Funds as well as Member-States that participate in peacekeeping operations worldwide. Individual roles and relations shall be specified in dedicated Memorandum of Understanding. 5. The Aviation Standards and the Safety Programme will be evaluated periodically. The results of these evaluations shall be communicated to the Secretary-General biannually.

Duties and Responsibilities

6. The primary responsibility for the safety of peacekeeping aviation operations rests with the Under-Secretary-General for Peacekeeping Operations (USG/DPKO), who is

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vested with the authority to promulgate standard practices for regulating UN aviation activities and to establish the UN Aviation Safety Programme. The USG/DPKO will also chair the Headquarters Aviation Safety Council as established in paragraph 9 below. 7. The USG/DPKO will exercise this authority to promulgate Aviation Standards (AVSTADS)for regulating UN aviation activities and to establish the UN Aviation Safety Programme through the Assistant Secretary-General for the Office of Mission Support (ASG/OMS). 8. The Director, Logistics Support Division (Dir/LSD) shall be responsible for developing and presenting Standard Operating Procedures (SOPs) for regulating aviation activities to the ASG/OMS for approval. The Dir/LSD will also evaluate the compliance with UN approved standards (AVSTADS) and ensure that the cost estimates, prepared by the Department on behalf of each field mission or political office, make adequate provision for implementing these standards and the associated aviation safety recommendations approved by the ASG/OMS. 9. A dedicated Aviation Safety Structure at UN Headquarters (UNHQ) and in the field assists the ASG/OMS and the Dir/LSD in the establishment, design and management of the UN Aviation Standards (AVSTADS), the Aviation Safety Programme and the Standard Operating Procedures. 10. In this connection, the UN AVSTADS and SOPs shall conform to the minimum standards, as described in the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS). The UN will also promulgate standards and/or operating procedures for matters that SARPS may not adequately address. Wherever practicable, UN practices will adopt relevant practices that are recommended by SARPS. 11. Heads of Missions and Offices shall be responsible and accountable to the USG/DPKO for the effectiveness and safety of aviation activities within their respective missions and offices. They shall adhere to the UN AVSTADS, and take the necessary action to mitigate risks associated with peacekeeping aviation operations by implementing the Aviation Safety Programme at the Mission level. 12. All managers and personnel involved in aviation activities shall be aware of, and shall take all reasonable efforts to minimize, the risks associated with peacekeeping aviation operations.

Aviation Safety Programme

13. DPKO Aviation Safety Programme will promote aviation safety awareness and accident prevention at all levels of management, by providing the systematic basis for identifying operational hazards and other institutional practices that increase the risk of injury, death or property damage due to aircraft accidents and incidents beyond acceptable levels, taking into account relevant subject cycles. 14. The Aviation Safety Programme will provide guidelines and establish resource requirements for aircraft mishap prevention activities, reporting and investigation of

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aviation occurrences, review and analysis of occurrence data, safety education and training activities as well as periodic aviation safety assistance visits. 15. An Emergency Response Plan (ERP) shall be prepared at UNHQ by DPKO Situation Centre and Aviation Safety Section and maintained by the SitCen, and in each UN field operation that routinely conducts flight operations. These ERPs will be assessed routinely. 16. An Aviation Safety Council shall be established at UNHQ, and in each UN field activity that routinely conducts flight operations. The UNHQ Council will be chaired by the USG/DPKO and will meet at least once every six months or when deemed necessary by the Chairman. The Council will be composed by the ASG/OMS, the ASG for the Office of Operations, The Military Advisor, the Office of the Deputy Secretary-General, the Office of the Security Coordinator, the Spokesman for the Secretary-General, the Director of LSD, the Chief of Situation Centre, the Civilian Police Advisor, the Chief of the Medical Support Unit, the General Legal Division of the Office of Legal Affairs, the Office of Central Support Services, the Office of Human Resources Management and, the Department of Political Affairs. The Members of the Committee should be made up of senior management, or their representatives designated by them to take and authorize decisions.

Aviation Safety Structure

17. An Aviation Safety Structure is established at UNHQ and in the field to provide expert advice to DPKO and other Secretariat Management on matters of aviation safety, risk management, accident prevention, investigation and related legal matters and to implement the UN Aviation Safety Programme. 18. The Aviation Safety Structure shall be composed exclusively of qualified and experienced professional aviation safety specialists, aircraft accident investigators and aviation lawyers. These specialists shall evaluate aircraft accident and incident information, assess registered air carriers, conduct assistance visits to field operations, undertake research and perform risk assessments to identify specific operating practices that require management review. They shall also recommend proposed revisions to operating practices to reduce risks and improve safety performance. 19. Aviation Safety personnel at each level shall develop and maintain a close and effective working relationship with their respective air operations counterparts to ensure that identified hazards, and other matters affecting aviation safety, are brought to the Management’s attention and resolved at the minimum level of authority possible. 20. Only qualified and experienced professional aircraft accident investigators, designated by the ASG/OMS, shall conduct internal DPKO accident investigations and represent the UN as accredited members of panels convened by Contracting States under the provisions of Annex 13 of the Chicago Convention on Civil Aviation to investigate accidents involving any aircraft operated by, for, or on behalf of, the UN.

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Table of Contents Foreword.......................................................................................................... ii Purpose Statement........................................................................................... ii Applicability..................................................................................................... ii Roles and Responsibilities................................................................................ ii Effective Date .................................................................................................. ii Supersession Statement .................................................................................. iii Office(r) of Primary Responsibility................................................................... iii EXECUTIVE SUMMARY.................................................................................... iv UNITED NATIONS AVIATION SAFETY POLICY.................................................. vi

Introduction .................................................................................................. vi Goal .............................................................................................................. vi Policy ............................................................................................................ vi Duties and Responsibilities............................................................................ vi Aviation Safety Programme ........................................................................... vii Aviation Safety Structure.............................................................................viii

Table of Contents ............................................................................................ ix DEFINITIONS .................................................................................................xvi 1. ORGANIZATION ...................................................................................... 1

1.1. PRINCIPLES OF AVIATION SAFETY MANAGEMENT............................. 1

1.1.1. Concept of Aviation Safety Management ...........................1 1.1.2. The role of the UN management .......................................1 1.1.3. Principles of Safety Organization ......................................3 1.1.4. Implementation of Safety Management .............................3 1.1.5. Reporting.........................................................................3 1.1.6. Investigation ....................................................................4 1.1.7. Study and Analysis ..........................................................4 1.1.8. Remedial Action ...............................................................4 1.1.9. Education and Awareness ............................................... 5

1.2. ORGANIZATIONAL STRUCTURE.......................................................... 7

1.2.1. Introduction.....................................................................7 1.2.2. Aviation Safety Internal Structure - Organizational

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Principles.........................................................................7 1.2.3. Vertical Structure of the Aviation Safety Organization.......8 1.2.4. Objectives of the United Nations' Aviation Safety Organization ................................................................. 10

1.3. STAFFING AND TERMS OF REFERENCE .......................................... 11

1.3.1. Staffing of Appointments................................................11 1.3.2. Experience Retention .....................................................16 1.3.3. Training of Safety Staff...................................................16 1.3.4. Additional Expertise.......................................................17 1.3.5. Relationship with Operators.......................................... 17

1.4. AVIATION SAFETY ORGANIZATION RESPONSIBILITIES .................... 18

1.4.1. United Nations Headquarters Aviation Safety Unit (UNHQ- ASU) ..............................................................................18 1.4.2. Safety Surveys ...............................................................19 1.4.3 Mission Aviation Safety Unit (M-ASU) .............................19 1.4.4 Initial procedures in case of accident..............................23 1.4.5 Air Operators/Military Units Safety Officers .................. 27

1.5 MISSION AVIATION SAFETY COUNCIL.............................................. 29

1.5.1 Introduction...................................................................29 1.5.2 Composition ..................................................................29 1.5.3 Council Management .....................................................30 1.5.4 Suggestions for Agenda Items.........................................31 1.5.5 Minutes ........................................................................ 32

1.6 MISSION AVIATION SAFETY ASSISTANCE VISITS AND SURVEYS ..... 33

1.6.1 Introduction...................................................................33 1.6.2 Types of Assistance Visits and Surveys...........................33 1.6.3 Timing of Assistance Visits and Surveys .........................34 1.6.4 Visit Checklist............................................................... 35

2. ACCIDENT PREVENTION PROGRAMME................................................. 36

2.1 MISSION ACCIDENT PREVENTION PROGRAMME ............................. 36

2.1.1 Introduction...................................................................36 2.1.2 Principles.......................................................................36 2.1.3 Elements of the Programme .......................................... 38

2.2 RISK ASSESSMENT .......................................................................... 39

2.2.1 Introduction...................................................................39 2.2.2 Risk Assessment Guides 39

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2.2.3 General Compilation Instructions...................................40 2.2.4 Safety Indicators............................................................41

2.3 IDENTIFICATION OF AVIATION SAFETY HAZARDS THROUGH FOCUS GROUP DISCUSSIONS ...................................................................... 42

2.3.1 Introduction...................................................................42 2.3.2 Identification Of Aviation Safety Hazards Through Focus Group Discussions.........................................................42 2.3.3 Purpose .........................................................................42 2.3.4 Process for identifying hazards .......................................42 2.3.5 Managing the focus groups’ meetings ............................ 43

2.4 OTHER CORE ACTIVITIES ................................................................ 45

2.4.1 Introduction...................................................................45 2.4.2 Airfield, Helipad And Ground Handling/Services Surveys.45 2.4.3 Aircraft/Helicopter Operations And Maintenance Surveys. 46 2.4.4 Aviation Safety Briefings And Training Sessions .............46 2.4.5 Generic Briefing .............................................................46 2.4.6 Movcon, Air Operations And Airport Management And Ground Handling Personnel Briefing ..............................47 2.4.7 Crew Briefing ................................................................ 47

3. REPORTS ............................................................................................. 48

3.1 PRINCIPLES OF REPORTING............................................................. 48

3.1.1 Introduction...................................................................48 3.1.2 Reporting Procedures .................................................... 48

3.2 PRELIMINARY AIRCRAFT OCCURRENCE REPORT ............................ 50

3.2.1 General..........................................................................50 3.2.2 Timing of Report ............................................................51 3.2.3 Compilation Responsibilities ..........................................52 3.2.4 Investigation of the Occurrence ......................................52 3.2.5 Final Report...................................................................52 3.2.6 Aircraft Commander Responsibilities............................. 54

3.3 AVIATION OBSERVED HAZARD REPORT .......................................... 56

3.3.1 General..........................................................................56 3.3.2 Reporting Procedures .....................................................56 3.3.3 General instructions ..................................................... 56

3.4 AIRCRAFT INSPECTION REPORT LONG TERM CHARTER ................. 58

3.4.1 General........................................................................... 58

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3.4.2 Timing of Report ............................................................58 3.4.3 Compilation Responsibilities ..........................................58 3.4.4 Instructions For Compilation ........................................ 59

3.5 AIR OPERATOR’S PERFORMANCE EVALUATION............................... 67

3.5.1 General..........................................................................67 3.5.2 Timing of Report ............................................................67 3.5.3 Compilation Responsibilities ..........................................67 3.5.4 Instructions for Compilation ..........................................68 3.5.5 Air Operator’s Evaluation .............................................. 71

3.6 CARRIER’S ASSESSMENT REPORT................................................... 78

3.6.1 General..........................................................................78 3.6.2 Timing of Report ............................................................78 3.6.3 Compilation Responsibilities ..........................................78 3.6.4 Instructions for Compilation ..........................................79 3.6.5 Carrier Evaluation .........................................................81 3.6.6 Carrier’s Performance Evaluation ...................................85 3.6.7 Troop Rotating Assessment Report .................................88 3.6.8 Carrier Report............................................................... 90

3.7 LOA MILITARY AIRCRAFT INSPECTION............................................. 92

3.7.1 General..........................................................................92 3.7.2 Timing of Report ............................................................92 3.7.3 Compilation Responsibilities ..........................................92 3.7.4 Instructions for Compilation ......................................... 92

3.8 LOA MILITARY AIRCRAFT PERFORMANCE EVALUATION.................. 94

3.8.1 General..........................................................................94 3.8.2 Timing of Report ............................................................94 3.8.3 Compilation Responsibilities ..........................................94 3.8.4 Instructions for Compilation ......................................... 94

3.9 FREIGHT FORWARDING COMPLIANCE REPORT ............................... 95

3.9.1 General..........................................................................95 3.9.2 Timing of Report ............................................................95 3.9.3 Compilation Responsibilities ......................................... 95

4. INVESTIGATIONS AND BOARDS OF INQUIRY........................................ 97

4.1 INVESTIGATION OF AIRCRAFT ACCIDENTS...................................... 97

4.1.1 General..........................................................................97 4.1.2 Definition........................................................................ 98

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4.1.3 UN Aviation Safety Technical Investigation .....................99 4.1.4 Purpose of ASTI .............................................................99 4.1.5 Scope.............................................................................99 4.1.6 Board of Inquiry.............................................................99 4.1.7 Confidentiality .............................................................100

4.2 AVIATION SAFETY TECHNICAL INVESTIGATION............................. 101

4.2.1 Circumstances.............................................................101 4.2.2 Authority .....................................................................101 4.2.3 Composition ................................................................101 4.2.4 Responsibilities............................................................101 4.2.5 Execution ....................................................................103 4.2.6 Assistance Available to the ASTI...................................105 4.2.7 Immediate Reporting of Aviation Safety Hazards ...........106 4.2.8 Reports....................................................................... 106

5. EMERGENCY RESPONSE PLAN ........................................................... 108

5.1 Introduction.....................................................................................108 5.2 Purpose............................................................................................108 5.3 Objective ..........................................................................................108 5.4 Function ..........................................................................................108 5.5 Task Assignments ............................................................................109 5.6 Example of an Emergency Response Plan .........................................110 5.7 Drills/Exercises ...............................................................................110 5.8 Types Of Drills/Exercises .................................................................111 5.9 Desk Top Exercises ..........................................................................111 5.10 Communication Drills ......................................................................111 5.11 Area or Particular Task Assignment Drills.........................................112 5.12 Full Drill .................................................................................. 112

Annex A TRAINING..................................................................................... 114

A1 Training Policy .................................................................................114 A2 Basic Training ..................................................................................114 A3 Advanced Training........................................................................... 115

Annex B SUGGESTED MISSION SURVEY CHECKLIST ................................. 119

B1 Safety Management ..........................................................................119 B2 Accident Prevention Programme .......................................................119 B3 General Operation of Aircraft............................................................120 B4 Airfield .............................................................................................120 B5 Air Traffic Control.............................................................................121 B6 Instrument Approach and Landing Aids........................................... 122

Annex C GUIDELINES TO MISSIONS ON BUDGET COMPILATION ................ 123

C1 General ............................................................................................123

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C2 Personnel Posts ................................................................................123 C3 Travel...............................................................................................124 C4 Training ...........................................................................................124 C5 Equipment .......................................................................................124 C6 Publications .................................................................................... 124

Appendix 1 to Annex C AVIATION SAFETY SUPPORT PLAN ........................ 125

1.C1 Mission ...................................................................................125 1.C2 Execution .................................................................................. 125

Appendix 2 to Annex C ACCIDENT INVESTIGATION KIT............................. 126 Annex D EXAMPLE OF MISSION ACCIDENT PREVENTION PROGRAMME.... 129 Annex E OMISSIS ....................................................................................... 130 Annex F MISSION ASSISTANCE TO THE AVIATION SAFETY TECHNICAL INVESTIGATION (ASTI) ................................................................................. 131 Annex G EXAMPLE OF LETTER OF REQUEST FOR THE ACCREDITATION OF A UN ACCREDITED REPRESENTATIVE TO THE ACCIDENT INVESTIGATION CONDUCTED BY THE STATE OF OCCURRENCE OR THE STATE OF REGISTRY OR BY THE GOVERNMENT OF THE STATE TO WHICH AIRCRAFT UNDER LOA BELONG ....................................................................................................... 133 Annex H EXAMPLE OF EMERGENCY RESPONSE PLAN ............................... 134

H1 General Situation .............................................................................134 H2 Conditions for Execution ..................................................................134 H3 Definitions .......................................................................................134 H4 Administration .................................................................................134 H5 Responsibilities ................................................................................134 H6 Notification ......................................................................................134 H7 Response Phases..............................................................................135 H8 Relationship between Authorities during Phases ...............................135 H9 Response Co-ordination....................................................................136 H10 Assembly Point.................................................................................136 H11 Communications ..............................................................................137 H12 Supporting Plans............................................................................. 137

Appendix 1 to Annex H ON-BASE AIRCRAFT ACCIDENT RESPONSE PROCEDURES .............................................................................................. 138

1H.1 General ...................................................................................138 1H.2 Tasks ...................................................................................138

Appendix 2 to Annex H OFF-BASE AIRCRAFT ACCIDENT RESPONSE PROCEDURES .............................................................................................. 141

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2H.1 General........................................................................141 2H.2 Tasks.......................................................................... 141

Appendix 3 to Annex H NOTIFICATION OF AIRCRAFT ACCIDENT TO KEY PERSONNEL ................................................................................................. 143 Appendix 4 to annex H DUTIES OF KEY PERSONNEL WHEN INFORMED OF AN AIRCRAFT ACCIDENT.................................................................................... 144

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DEFINITIONS In this Manual, the following terms bear the meaning set against them. They are generally consistent with similar terms as defined in ICAO documents, although additional definitions are used as necessary to accommodate the operational requirements of peacekeeping missions. Accident See Aircraft Accident. Accident Rate The relation between accident and the exposure to risk

(flying hours). The UN quotes it as the total number of accidents per 10,000 flying hours during a given period.

Accident Rate No of accidents x 10,000

Total flying hours over given period Note: For the purpose of Aviation Safety in the UN, Accident Rates are classified under the following headings. Actual Accident Rate. An accident rate related to a specific period of time,

calculated using the actual number of accidents experienced and the actual number of hours flown.

Aeroplane See Aircraft. Aircraft For the purpose of Aviation Safety, aircraft are classified

under the following headings:

a. Aeroplane. A powered fixed-wing aircraft. b. Helicopter. A powered rotating-wing aircraft.

Note 1: For the purpose of Aviation Safety, aircraft are also subdivided according to the type of power plant (e.g. turbo-jet aeroplanes, piston aeroplanes, prop-jet aeroplanes, turbo-jet helicopters and piston helicopters). Aircraft Accident. Except where the injuries are from natural causes, self

inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the area normally available for passengers and crew, an aircraft accident is an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which:

a. A person is fatally or seriously injured as a result of being in:

(1) An aircraft; or


(2) Direct contact with any part of an aircraft including parts which have become detached from an aircraft; or (3) Direct exposure to jet blast.

OR b. The aircraft sustains damages of structural failure which:

(1) Adversely affects the structural strength, performance or flight characteristics of the aircraft; and (2) Would normally require major repairs or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wingtips antennas, brakes, fairings, small dents or puncture holes in the aircraft skin.

OR

c. The aircraft is missing or is completely inaccessible.

Note 2: An injury resulting in death within 30 (thirty) days of the date of the accident is classified as a fatal injury by ICAO. Note 3: An aircraft is considered missing when the official search has been terminated and the wreckage has not been located. Causes Actions, omissions, events, conditions or a combination

thereof, which lead to the accident or incident. Flight See Phase of Flight. Hostile Act Any act of aggression, either in the air or on the ground,

that results in (or threatens) damage to an aircraft or injury to any of its occupants. Hostile acts include, but are not limited to:

a. Illegal interference with the operations of a UN aircraft; b. The use of weapons and explosives against, near, or in the general direction of a UN aircraft, whether or not

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damage ensues. Incident An occurrence, other than an accident, associated with the

operation of an aircraft which affects or could affect the safety of operation.

a. Air Incident. An occurrence of the aircraft from take off to final landing, while not constituting an air accident, nevertheless discloses a high degree of actual or potential flight safety hazard (e.g. a serious danger of an air accident should it recur), example of air incidents include those caused by:

(1) Defects immediately affecting the airworthiness of an aircraft type or mark, or defects or shortcomings in aircraft equipment. (2) Serious crew error or shortcomings in aircraft operating or flying techniques and procedures; or serious natural, operational, medical or FOD risks. (3) Defects or shortcomings in crew equipment assemblies or in aircraft abandonment and survival equipment which carry a clearly identifiable risk that minor, major or fatal injury could be sustained by air crew or passengers when abandoning aircraft or in a survival situation.

b. Ground Incident. An occurrence of the aircraft from last landing till next take off but in direct support of flying which, while not constituting a ground accident, nevertheless discloses a high degree of actual or potential Aviation safety hazard (i.e. a serious danger of a ground accident should it recur). Examples of ground incidents include those caused by:

(1) Defects immediately affecting the safety of an aircraft or of personnel employed in the direct support of aircraft operations. (2) Serious shortcomings in aircraft servicing or ground handling techniques and procedures.

Note 4: The types of incidents that are of main interest to ICAO for accident prevention studies are (ICAO DOC 9156):

- Engine Failure - Fires

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- Terrain or obstacle clearance incidents - Flight control and stability problems - Take-off/landing incidents - Flight crew incapacitation - Decompression - Near misses or other air traffic incidents.

Injury, Classification of For the purposes of Aviation Safety, injuries are classified

as follows:

a. Fatal Injury. A fatal injury is one that results in the death of an individual either at the time of the accident or within 30 days of that time. Missing persons are to be considered as fatally injured until evidence of their survival is confirmed. b. Serious Injury. A serious injury is any injury that is sustained by a person in an accident and which:

(1) Requires hospitalisation for more than 48 hours, commencing within seven days from the date the injury was received; or (2) Results in a fracture of any bone (except simple fractures of fingers, toes, or nose); or (3) Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or (4) Involves injury to any internal organ; or (5) Involves second or third degree burns, or any burns affecting more than 5 per cent of the body surface; or (6) Involves verified exposure to infectious substances or injurious radiation.

c. Minor Injury. A minor injury is any injury which requires medical treatment involving absence from duty for a period from 7 to 20 days, and which falls outside the definition of a major injury. In addition, the following are always classified as minor injuries unless they involve absence from duty for 21 days or more:

(1) Unconsciousness, caused by a blow or impact, lasting for more than 30 seconds or producing any degree of retrograde amnesia.

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(2) Simple fractures of fingers or toes, simple fractures or ribs without respiratory involvement, and fractures of vertebrae without spinal cord involvement. (3) First degree burns involving more than one per cent but less than five per cent of the surface of the body.

d. Slight Injury. A slight injury is one that does not come within the provisions of major or minor injuries but nevertheless requires medical treatment as distinct from medical examination.

Air Prox An occurrence in which a possibility of collision occurs as a

result of proximity of less than 500 feet to another aircraft, or a report received from a flight crew member stating that a collision hazard existed between two or more aircraft.

Occurrence Any accident or incident associated with the operation of an

aircraft. Phase of Flight Phases of flight: Standing Taxiing - engines not operating - pushback/tow - starting engine(s) - to/from runway - engine(s) operating - aerial taxi (helicopter) - engine(s) run-up - other - rotor turning (helicopter) - other Take-off En-Route - run - climb to cruise - initial climb - cruise - lift-off (helicopter) - change of cruise level - aborted - descent (normal) - other - descent (emergency / uncontrolled) - other Manoeuvring Approach - aerial work - holding - low flying - intermediate approach (from initial fix to final - hovering/lifting approach fix) - aerobatics - final approach (from final approach fix to landing) - other - missed approach/go around - circuit patter/base leg - circuit pattern - final

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- other Landing Post-impact - flare - touchdown Unknown - landing roll - aborted (after touchdown) - other Operation, Period of The period of an aircraft operation is from the time the

aircrew starts their pre-flight checks for the purpose of flight, to the time when the after-flight shutdown cockpit checks have been completed. Details are listed in the Appendix 1 - List of Phases of Flight to the definitions.

Risk Probability that an event (accident/incident) will occur if

the related hazard is not controlled or eliminated. Risk Assessment Process of detecting hazards and assessing the associated

risks. Risk Management Assessment of types of hazards, the risks the hazards can

generate and an analytical decision as to how to best manage or control them.

Safety Hazard Circumstances that have, or could have, resulted in an

accident or could throw light on the causes of accidents. The hazard may be actual or potential. An actual hazard is one considered to have been immediately dangerous to aircraft and/or which has, or could have, caused fatal or major injuries to personnel. A potential hazard is one which, although not dangerous or latently injurious at the time, would have been so if the situation had developed adversely or been complicated by other readily conceivable factors.

Special Occurrence A special occurrence is an incident (excluding a near miss),

occurring during or outside the period of operation of an aircraft, which might have resulted in an aircraft accident, a mission being abandoned, or might throw light on the causes of accidents; or an incident not falling within the definition of an aircraft accident, which results in a person receiving slight injuries.

Ultimate Effect The damage and/or injury caused in an incident is the

ultimate effect.

xxi

1. ORGANIZATION

1.1. PRINCIPLES OF AVIATION SAFETY MANAGEMENT

1.1.1. Concept of Aviation Safety Management

1.1.1.1. The aim of Aviation Safety Management at all levels is the elimination of incidents and accidents. Personnel and material losses resulting from accidents constitute an unacceptable and costly drain from the vital resources on which the UN depends for the attainment of Peacekeeping Operations (PKO) objectives, while, at the same time, affect the operational capability of the Peacekeeping organization to execute its mission.

1.1.1.2. The primary concern of Aviation Safety Management is,

therefore, the creation, dissemination and implementation of an effective accident prevention organization. Although it is recognized that there are certain inherent hazards in peacekeeping operations, hazards that sometimes are acceptable risks in the interests of mission accomplishment, recognition of these hazards does not dictate their blind acceptance. Their recognition serves only to indicate where major safety efforts must be directed to achieve the aim of Aviation Safety Management i.e. the elimination of incidents and accidents.

1.1.2.

1.1.2.1.

The role of the UN management

The ICAO Accident Prevention Manual (DOC 9422-AN/923, 1984) addresses the role of management in relation to Aviation Safety with the following words:

a. "The responsibility for safety and thus accident prevention in

any organization ultimately rests with management, because only management controls the allocation of resources. For example, airline management selects the type of aircraft to be purchased, the personnel to fly and maintain them, the routes over which they operate and the training and operation procedures used. State administrations promulgate airworthiness standards, personnel licensing criteria, etc and provide air traffic and other services. Manufacturers are responsible for the design and manufacture of aircraft, components and power plants, as well as monitoring their airworthiness.

b. The slogan "Safety is everybody's business,” means everybody

should be aware of the consequences of their mistakes and strive to avoid them. Unfortunately, not everyone realizes this, even though most people will want to do a good job and do it safely. Therefore management is responsible for fostering this basic motivation so that each employee develops an awareness of safety. To do this, management must provide the proper working environment, adequate training and supervision and the right facilities and equipment.


c. Management's involvement and the resources it allocates have a

profound effect on the quality of the organization's prevention programme. Sometimes, because of financial responsibilities, management is reluctant to spend money to improve safety. However, it can usually be shown that accident prevention activities are not only cost-effective but they also tend to improve the performance of people, reduce waste and increase the over-all efficiency of the organization.

d. Management's responsibilities for safety go well beyond financial

considerations. Encouragement and active support for prevention programmes must be clearly visible to all staff, if such programmes are to be effective. For example, in addition to determine who was responsible for an accident or an incident, management's investigation should also delve into the underlying factors that induced the human error. Such an investigation may well indicate faults in management's own policies and procedures.

e. Complacency or a false sense of security should not be allowed

to develop as a result of long periods without an accident or serious incident. An Organization with a good safety record is not necessarily a safe organization. Good fortune rather than good management may be responsible for what appears to be a safe operation.

f. On the whole, management's attitudes and behaviour have a

profound effect on staff. For example, if management is willing to accept a lower standard of maintenance, then the lower standard can easily become the norm. Or, if the company is in serious financial difficulties, staff may be tempted or pressured into lowering their margins of safety by "cutting corners", as a gesture of goodwill to the company, or even self-interest in retaining their jobs. Consequently, such practices can and often lead to the introduction of hazards.

g. Morale within an organization also affects safety. Low morale

may develop for many reasons but nearly always leads to loss of pride in one's work, an erosion of self-discipline and other hazard creating conditions....."

1.1.2.2.

1.1.2.3.

It is essential that management involved in Aviation activities at all levels is fully aware of its role in relation to Aviation Safety, as described so effectively by ICAO in the previous paragraph. ICAO DOC 9422 - Accident Prevention Manual - should, therefore, be constantly consulted for an effective accident prevention activity at all managerial levels.

In the UN, management is represented at Headquarters by

the Secretary General and in the missions by his Special Representatives. Safety management is thus a function of authority. However, the Secretary General and his Special Representatives, because of the

2


complexities of modern transport technology, must rely on various technical, administrative and executive staffs for expert advice and practical implementation of accident prevention. Thus, these supporting staffs also become directly and intimately involved in all aspects of safety management.

1.1.3.

1.1.3.1.

1.1.3.2.

1.1.3.2.1.

1.1.3.2.2.

1.1.3.2.3.

1.1.4.

1.1.4.1.

1.1.5.

1.1.5.1.

Principles of Safety Organization

The Aviation Safety element of each level of Peacekeeping Operations from Headquarters down to smallest field unit is a mechanism for the prevention of aircraft incidents and accidents. Although the Head of Mission and his executive staff acquire a working knowledge of safety management in their daily tasks, experience has shown that a requisite for low accident rates is a fully developed safety organization. The United Nations Aviation Safety Organization is described in detail in Section 2.

In short, the role of the safety organization is to:

Advise the Head of Mission, the DOA/CAO and

their executive staffs on all Aviation Safety matters and recommend measures to mitigate, reduce and/or eliminate hazards and their associated risks that might lead to incidents and/or accidents.

Keep the mission at large informed of the actual

and potential hazards and their possible effects on safety, through proactive safety education and awareness campaign.

Monitor all new techniques and aircraft types for

potential accident causes, as well as watching for fresh causes or the revival of old ones in current operations.

Implementation of Safety Management

The complexity of modern aircraft operating and

maintenance techniques tend to make the prevention of accidents and their investigation more complicated than in the past. This, in turn, requires a more extensive coding and cross reference occurrence reporting system. The method of acquiring, collating, analysing and exchanging accident information is given in detail in the applicable parts of this manual and in appropriate ICAO manuals, such as Annex 13 - Aircraft Accident Investigation - DOC 9156 - Accident/Incident reporting Manual (ADREP Manual). So as to enable systems to be established to accomplish effective safety management, a structured organization is necessary.

Reporting

Sound safety management is based on full and accurate

reporting of all occurrences and hazards that lead, or might lead, to incidents and accidents. This is a basic requirement and places a great responsibility on the safety organization at field level.

3


Aircraft accidents are generally the subject of Inquiries involving military and civilian investigations in conformity with the Standards and Recommended Practices of ICAO. What is shown in most of these inquiries is that a number of these accidents could have been foreseen and, if action had been taken earlier, need never have happened. It is by the full and accurate reporting of occurrences and hazards that serious accidents could be averted. Although some action can be taken on these reports at the lowest field level, the information must be passed for review to higher levels in the Organization, where the overall picture should be better appreciated. The time limit and required final reports for the various stages of reporting, as indicated in Part IV of this Manual, should be observed.

1.1.6.

1.1.6.1.

1.1.7.

1.1.7.1.

1.1.8.

1.1.8.1.

1.1.8.1.1.

Investigation

Full and accurate reporting is impossible unless the circumstances of each occurrence are fully investigated. The investigation must be thorough; it is not sufficient just to know what happened, although this is important; it is the cause that is more important. Above all, the cause must not be confused with, or obscured by, the effect. Standards for the investigation of occurrences are given in Part IV of this manual while detailed accident investigation procedures are given in Part V.

Study and Analysis

Although it is important to study each occurrence report

separately, it is just as important to study each one in relation to others. Whereas a report might appear only as an isolated occurrence at mission level, at UNHQ level it may provide the missing element to the global picture of an accident that might happen somewhere else, unless corrective action is taken. Similarly, when new techniques or changing transport modes are to be introduced, accident data must be studied to ensure that causes of past accidents are not re-introduced. Recommendations for specific remedial action must be forwarded through normal channels to higher levels in the organization for dissemination.

Remedial Action

Data from individual accidents and from the analyses of

accidents, incidents and special occurrences should be passed by the UN Aviation Safety Organization to the appropriate executive branches and to the field missions without delay. They should also be examined with a view to ensuring that obvious corrective measures are taken or remedial action suggested. When considering such action, the following points should be borne in mind:

Time Factor. Remedial action should be taken as

quickly as possible so that further occurrences may be avoided. However, in some cases, this may take years, especially when technical modifications have to be designed,

4


produced and incorporated.

1.1.8.1.2. Cost Factor. Apart from remedial action on the causes of fatal accidents, the cost must be taken into account. It would be uneconomical to devise a modification which would cost more than the damage sustained in the accident, taking into consideration the remaining life span of the modal and the time taken to effect the modification.

1.1.8.1.3. Positive Action. All remedial action should be

positive in its effect. For example, if pilots were consistently overrunning because of too high an airspeed on the approach, the remedy could be achieved by lengthening the runway. Training the pilots to use the correct landing speeds could also attain it. One is negative and costly, the other positive and economical. The most negative remedial action is to stop flying. This leads to the most important aspect to be considered when contemplating any remedial action or operational necessity.

1.1.8.1.4. Operational Necessity. In all remedial action,

operational factors must be considered first, which is the reason why executive branches and not the safety organization are responsible for implementing remedial action. A reduction in operational efficiency by remedial action might be justified when the accident potential is likely to reduce operational efficiency even more than remedial action would. Thus, the Head of Mission must weigh the safety risk against the operational need and decide the action to be taken.

1.1.8.1.5. Responsibility. Once the UN Aviation Safety

Organization has issued recommendations for specific remedial action(s), they must be forwarded to the Head of Mission's Office for appropriate action and copied to the Air Operators. If remedial action is beyond the capability of the Head of Mission's Office, the UN Aviation Safety Organization will forward it to the appropriate office in ICAO, the State of Registration Civil Aviation Authority, the Manufacturer and the Operator, whichever is applicable.

1.1.9.

1.1.9.1.

1.1.9.1.1.

Education and Awareness

The Aviation Safety Organization must not just gather information, it must also disseminate it. This task can be divided into education and awareness:

Education. While Aviation Safety is an essential

part of the task of everyone concerned with flying, those selected for safety appointments need special training. Mission Aviation Safety Officers should expect specific training on accident prevention techniques and accident investigation procedures during their appointment time.

5


1.1.9.1.2. Awareness. The information published by the

safety organization is based on the principle of safety awareness; if everyone in the organization is told how, in his sphere, accidents can be, or have been caused, then the possibility of a repetition of such accidents is reduced. Continuous dissemination of safety awareness amongst all personnel, especially but not limited to those involved in air operations, is one of the most effective forms of accident prevention.

6


1.2. ORGANIZATIONAL STRUCTURE 1.2.1. Introduction

1.2.1.1.

1.2.1.1.1.

1.2.1.1.2.

1.2.1.1.3.

1.2.1.2.

1.2.2.

1.2.2.1.

1.2.2.1.1.

1.2.2.1.2.

1.2.2.1.3.

Aircraft contracted for UN peacekeeping missions are costly and it is thus essential that a greater degree of emphasis be placed on their safe and economical employment. This cannot be achieved without an orderly system of specialized elements tasked with the fulfilment of a defined purpose. In the UN Aviation Safety Organization:

The ORDERLY SYSTEM is represented by the

structure of the safety organization, with clearly defined functional areas of responsibility;

The SPECIALIZED ELEMENTS are a

multiplication of safety specialists at UNHQ and in the field charged with the execution of roles and functions within the organization; and

The DEFINED PURPOSE is the prevention of

aircraft incidents and accidents.

In designing the overall structure of the Aviation Safety Organization, therefore, the United Nations' policies and objectives related to peacekeeping must always be borne in mind so that the organizational objectives of the HQ Aviation Safety Unit (HQ-ASU) and the Mission Aviation Safety Units (M-ASU) are consistent with these policies and objectives. In addition, for the organization to be effective, certain organizational principles should be adhered to.

Aviation Safety Internal Structure - Organizational Principles

Since only one element of an organization should have

executive powers in any one field, the application of safety management to operational tasks should be only in an advisory capacity. However to ensure that all elements in the organization are aware of and execute a decision, the decision must originate from the highest decision-making level in the organization. It therefore follows that Aviation Safety advice needs to be made available to the highest decision-maker in the organization at both Headquarters and field level. It also follows that Aviation Safety elements should:

Have direct access to the Chief Executive at all

levels of the organization on safety matters.

Be independent, so that they may be unbiased in their outlook.

Be of comparable status to other similar

components and executive branches so

7


that they may be approached on an equal footing. 1.2.2.1.4.

1.2.2.1.5.

1.2.3.

1.2.3.1.

1.2.3.2.

Be adequately staffed to perform their functions.

Be free to retain executive authority in the field of accident reporting procedures and investigations.

Vertical Structure of the Aviation Safety Organization

It is essential that information of aircraft accident/incidents

be exchanged quickly and efficiently. Consequently, the vertical structure shall not contain review levels. This will facilitate the direct communication between the various Aviation Safety elements. The Aviation Safety elements of each individual mission serve the chief executive of the relevant missions, but they have direct access to each other and to UNHQ Aviation Safety Unit and UNHQ Aviation Safety Unit has direct access to them in the fields of occurrence reporting, exchange of technical information, coordination of safety activities.

The detailed structure of the UN Aviation Safety

Organization is depicted below.

AVIATION SAFETY ORGANIZATION STRUCTURE UNHQ ELEMENT

Dependence

USG DPKO

ASG OMS

DIR LSD

DIR SSS

AVIATION SECTION

MISSIONS AIR OPERATIONS

UNHQ AVIATION SAFETY

SECRETARY-GENERAL

MISSIONS SAFETY STAFF

Advice

8


Access

AVIATION SAFETY ORGANIZATION STRUCTURE MISSION ELEMENT

HEAD OF MISSION

DOA/CAO

CISS

MISSIONS SAFETY STAFF

UNHQ ASU

MISSION FUNCTIONS

Dependence Coordination Advice Access

9


1.2.4.

1.2.4.1.

1.2.4.1.1.

1.2.4.1.2.

1.2.4.1.3.

1.2.4.1.4.

1.2.4.1.5.

Objectives of the United Nations' Aviation Safety Organization

Bearing in mind that the function of an organizational structure is to assist the organization achieve its goals, the organizational objectives of UN Aviation Safety Organization must necessarily be:

To maintain a structure capable of implementing

effective and efficient safety management at all levels of peacekeeping operations without a need for reorganisation with each new mission. Particular attention must be directed to the requirements for prevention of aircraft incidents and accidents.

To implement standardisation, in a manner

consistent with effective and efficient safety management. Such standardisation will produce its benefits by:

1.2.4.1.2.1. Promoting organizational stability;

1.2.4.1.2.2. Facilitating improvements in safety

management;

1.2.4.1.2.3. Facilitating the collection, analysis and dissemination of information to identify potential accident causing trends, and establish standards and performance comparisons;

1.2.4.1.2.4. Lessening orientation time when personnel

are transferred from one mission to another; and

1.2.4.1.2.5. Improving communications and the exchange of information between safety personnel in the Peacekeeping Operations by attaching the same meaning to a given organizational term.

To keep pace with technological advances and

safety management practices.

To streamline the decision-making process by avoiding or eliminating review levels where possible, and maintaining the simplest vertical organizational structure.

To develop organizational nomenclatures that

have precise meanings throughout the safety organization.

10


1.3. STAFFING AND TERMS OF REFERENCE

1.3.1.

1.3.1.1.

1.3.1.2.

Staffing of Appointments

Aviation Safety is a highly specialized, technical undertaking. Academic qualifications in a discipline relevant to aviation are important to provide a person with a basic understanding of aerodynamics, aircraft and systems design, human and weather factors, ergonomics, aircraft performance and operational and maintenance practices. However, academic achievements alone cannot substitute experience and personal qualities, which govern the practical application of safety.

Chief, UNHQ Aviation Safety. The selection of a candidate

for a managerial and/or supervisory appointment is particularly important in that the whole safety organization hinges on the ability of management to be proactive to prevent aircraft incidents and/or accidents. Appointees for the position of Chief, UNHQ Aviation Safety should possess the following criteria:

Academic Qualifications. 1.3.1.2.1.

1.3.1.2.1.1. University degree or equivalent in air

transport management or an engineering discipline relevant to aviation; or

1.3.1.2.1.2. Commercial pilot license with instrument

rating from a recognised commercial flying training establishment; or

1.3.1.2.1.3. Graduation from a military academy/flying

training establishment.

1.3.1.2.1.4. Aviation Safety and Accident Investigation Qualified

Experience. 1.3.1.2.2.

1.3.1.2.2.1. At least 20 years in the aviation industry

or military air force as a pilot.

1.3.1.2.2.2. Managerial experience as:

1.3.1.2.2.2.1. An airline fleet manager in commercial aviation; or

1.3.1.2.2.2.2. A Squadron Commander

in military aviation.

11


1.3.1.2.2.3. Held a managerial/supervisory appointment in Aviation Safety at a station level commercial aviation or a major military establishment, operating more than one type of aircraft;

1.3.1.2.2.4. Experience in the use of pertinent ICAO

documentation; and

1.3.1.2.2.5. Practical experience in the conduct of Investigations under Annex 13 or Board of Inquiries into aircraft incidents/accidents.

1.3.1.2.3. Personal Attributes. Candidates should be able to

demonstrate the ability to:

1.3.1.2.3.1. Analyse and correlate information;

1.3.1.2.3.2. Project strategic thinking;

1.3.1.2.3.3. Compile reports and present arguments in a logical and accurate manner;

1.3.1.2.3.4. Conduct negotiations in a professional

manner; and

1.3.1.2.3.5. Detect anomalies that could result in an aircraft incident/accident.

1.3.1.3. UNHQ Aviation Safety Officers. The ability to develop

standards and recommended safety practices and to review and analyse international aviation documentation are essential qualifications for the preparation and dissemination of Aviation Safety information. Consequently, Aviation Safety Officers at UNHQ Aviation Safety should possess the following criteria


1.3.1.3.1.1. Professional qualifications in the form of

either: 1.3.1.3.1.1.1. University Degree or

equivalent in air transport management or engineering discipline relevant to aviation; or

1.3.1.3.1.1.2. Commercial pilot license

with instrument rating from a recognised commercial flying training establishment; or

1.3.1.3.1.1.3. Graduation from a

military

12


academy/flying training establishment; or

1.3.1.3.1.1.4. Air Traffic Control Licence recognized by ICAO.

1.3.1.3.1.1.5. Aviation Safety and

Accident Investigation Qualified


1.3.1.3.2.1. At least 10 years in the aviation industry or military air force as a pilot, or aircraft maintenance engineer, or air traffic controller;

1.3.1.3.2.2. Held at least one appointment as Aviation

Safety Officer in civil or military aviation.

1.3.1.3.2.3. Practical experience in the conduct of Investigation carried out under Annex 13 or Board of Inquiries into aircraft incidents/accidents;

1.3.1.3.2.4. Practical experience in the application of

pertinent ICAO regulations.

1.3.1.3.3. Personal Attributes. Candidates should be able to demonstrate the ability to:



1.3.1.3.3.3. Compile reports and present arguments in

a logical and accurate manner;

1.3.1.3.3.4. Conduct negotiations in a professional manner; and

1.3.1.3.3.5. Detect anomalies, which could result in an

aircraft incident/accident.

1.3.1.4. Mission Aviation Safety Officers (MASO). The capability to identify and detect conditions that could possibly cause or have caused incidents and/or accidents is a pre-requisite for the prevention of incidents and accidents. Mission Aviation Safety Officers should therefore possess these capabilities, together with a certain degree of accidents investigation experience. These are primary field appointments for which the candidates should possess the following criteria:

13


1.3.1.4.1. Academic Qualifications.

1.3.1.4.1.1. Professional qualifications in the form of either:

1.3.1.4.1.1.1. University Diploma or

equivalent in air transport management or an engineering discipline relevant to aviation; or

1.3.1.4.1.1.2. Commercial pilot license

with instrument rating from a recognised commercial flying training establishment; or

1.3.1.4.1.1.3. Graduation from a

military academy/flying training establishment.

1.3.1.4.1.1.4. Aviation Safety and Accident Investigation Qualified

1.3.1.4.1.2. Sound knowledge of the following subjects:

- Principles of flight; - Aircraft design and construction; - Aircraft systems; - Performance; - Human physiology; and - Aviation medicine.


1.3.1.4.2.1. At least 10 years in the aviation industry

or military air force as a pilot;

1.3.1.4.2.2. Held at least one appointment as Aviation Safety Officer in civil or military aviation.

1.3.1.4.2.3. Practical experience in the conduct of

Investigation carried out under Annex 13 into aircraft incidents/accidents;

1.3.1.4.2.4. Practical experience in the application of

pertinent ICAO regulations.

1.3.1.4.3. Personal Attributes. Candidates should be able to demonstrate the ability to:


14



1.3.1.4.3.3. Compile reports and present arguments in a logical and accurate manner;

1.3.1.4.3.4. Conduct negotiations in a professional

manner; and

1.3.1.4.3.5. Detect anomalies that could result in an aircraft incident/accident.

1.3.1.5. Military Aviation Safety Officers. Mission Aviation Safety

Officers can also be Military Aviation Specialists answering to the same criteria described above, provided to a particular mission by one of the contributing countries. They report directly to the DOA/CAO, and have the same duties and responsibilities as a civilian Aviation Safety Officer.

1.3.1.6. Mission Aviation Safety Assistants. Safety Assistants

should be capable of assisting the MASO in the implementation of the UN Aviation Safety Programme through the execution of Aviation Safety Survey Visits; aircraft inspections and vendors performance evaluation; the compilation of aviation statistics; the maintenance and processing of aircraft occurrence reports; the preparation of adverse safety trends analysis; the maintenance and processing of ICAO Annexes and SARPS; and the distribution of Aviation Safety Publicity within the Mission. They should also be able to draft routine communications; proofread outgoing communications; answer routine telephone enquiries; maintain an up-to-date filing system; establish and maintaining a Reference Library.


1.3.1.6.1.1. Professional qualifications in the form of

either: 1.3.1.6.1.1.1. A commercial pilot license

with instrument rating or navigator from a recognized flight training establishment or cabin crew licence or air traffic controller licence or mechanic licence or a graduate from equivalent military establishment such as military flight/air traffic control/engineering training;

1.3.1.6.1.1.2. Aviation Safety

qualification as a result of specific training.


1.3.1.6.2.1. At least 5 years in the aviation industry as a pilot, navigator, aircraft maintenance mechanic, flight crew or assistant air traffic controller;

15


1.3.1.6.2.2. Administrative experience with the UN. Good knowledge of the UN rules and regulations and ability to apply related rules, procedures and instructions when carrying out required assignment. Thorough knowledge of various software applications.

1.3.1.6.2.3. Working experience in aviation safety with

commercial aviation or military unit.

1.3.1.6.2.4. Experience in the use of ICAO documentation.

1.3.1.7. Administrative Assistants. To ensure accuracy and

minimise time and effort in continually correcting presentation of data, it is necessary that administrative assistants and secretarial/clerical staff assigned to Aviation Safety at UNHQ and in the field possess:

1.3.1.7.1.

1.3.1.7.2.

1.3.1.7.3.

1.3.1.7.4.

1.3.2.

1.3.2.1.

1.3.2.2.

1.3.3.

1.3.3.1.

An ability to assimilate and understand technical aviation terms;

A demonstrable capability to utilise electronic

data processing equipment;

An ability to transcribe data in an accurate and speedy manner; and

A good command of the English language.

Experience Retention

Since the effectiveness of an Aviation Safety Organization is

heavily reliant on the ability to prevent an incident/accident, and the ability to prevent an incident/accident is totally dependent on knowledge and experience, it is imperative that experience be retained for as long as possible.

As Aviation Safety Officers will, in the course of their duties,

be constantly gaining Aviation Safety experience and with time, be more familiar with the peacekeeping operations environment and the international aviation community, it would greatly benefit the United Nations if such experience were retained. It would therefore be prudent for the UN to offer a career prospective based on merit and experience to staff within the Aviation Safety Organization.

Training of Safety Staff

Although personnel recruited as Aviation Safety staff will

possess the pre-requisite knowledge and experience for the job, the dynamic nature of the aviation industry constantly presents new

16


technology. So as to be able to perform their tasks effectively, it is necessary for Aviation Safety staff to keep abreast of technological, regulatory and procedural advances. This will require attendance at Aviation Safety and Accident Investigation courses/seminars and participation in accident investigations carried out by other organizations. Detailed instructions on training for Aviation Safety personnel are given in Annex “A”. It will also necessitate membership in appropriate professional organizations.

1.3.4.

1.3.4.1.

1.3.5.

1.3.5.1.

1.3.5.1.1.

1.3.5.1.2.

Additional Expertise

From time to time, there may be a need to engage consultants to assist the Aviation Safety Organization in the investigation of aircraft accidents or for other tasks related to its function. The UNHQ Aviation Safety Unit shall liase with different national Civil Aviation investigation authorities, ICAO and with any other institution deemed necessary for the engagement of such expertise.

Relationship with Operators

Other than a cultivated working relationship with the

operators of aircraft and elements of the Peacekeeping Mission that are directly concerned with the management of technical flight operations, unless specifically authorized by UNHQ, personnel selected for Aviation Safety appointments should not:

Be a serving officer of that member nation, in the

case of military personnel, where an air force of a participating member nation is contributing aircraft and/or the management element of air operations.

Have not had any affiliation for the last 3 years

with the Air Operator from which the aircraft have been contracted, in the case of a civilian.

17


1.4. AVIATION SAFETY ORGANIZATION RESPONSIBILITIES

1.4.1.

1.4.1.1.

1.4.1.1.1.

United Nations Headquarters Aviation Safety Unit (UNHQ-ASU)

The Aviation Safety Unit at UN Headquarters is responsible for:

Advising the Secretary General through the

Director, Logistics Support Division and the existing reporting channels, on all Aviation Safety matters and suggesting remedial and preventive measures to counter actual or potential causes of accidents based, inter alia, on trend analysis through the preparation and implementation of an adequate Aviation Safety Programme.

1.4.1.1.2.

1.4.1.1.3.

1.4.1.1.4.

1.4.1.1.5.

1.4.1.1.6.

1.4.1.1.7.

1.4.1.1.8.

1.4.1.1.9.

1.4.1.1.10.

1.4.1.1.11.

1.4.1.1.12.

Establishing and updating of Safety Standards for the field.

Keeping all personnel informed of the actual and

potential causes of accidents.

Monitoring all aviation procedures/techniques and aircraft types development for potential safety hazards.

Monitoring actions taken, especially on all aircraft

accidents Board of Inquiry (BOI) and ensuring that BOI findings are based on thorough and detailed investigation and that the knowledge gained is properly applied and disseminated. Providing specialist technical advice to a BOI when required.

Recording and analysing all UN contracted

aircraft related accidents, incidents and other occurrences.

Promoting safety awareness, education and dissemination of information.

Ensuring that an adequate and efficient safety

organization is maintained throughout all Peacekeeping Missions.

Establishing policy governing safety management in all Peacekeeping Missions.

Establishing policy for the training and

employment of safety personnel.

Conducting safety training for field personnel.

Conducting Mission Safety Surveys.

18


1.4.1.1.13.

1.4.1.1.14.

1.4.1.1.15.

1.4.1.1.16.

1.4.1.1.17.

1.4.2.

1.4.2.1.

1.4.2.2.

1.4.2.3.

1.4.2.4.

Establishing occurrence reporting and investigation procedures.

Collating, analysing and re-distributing all information received directly from safety staff related to occurrence reporting, exchange of technical information and coordination of safety activities.

Assisting other UN Agencies on Aviation Safety

matters as required.

Promoting liaison and exchange of Aviation Safety information with other Government Departments, the aircraft industry, civil operators, flight organizations and foreign air forces, as appropriate.

Providing and monitoring distribution of

updated ICAO technical information to all Peacekeeping Missions.

Safety Surveys

One of the aims of safety management is to remove potential causes of accidents and one effective method of doing this is by conducting safety surveys. This is an assessment of the factors affecting safety, and forms a basis for remedial action. Although such a survey is of prime importance when a Mission is established, it is also useful as a periodic check to ensure that neither new causes of incidents arise nor old ones re-appear.

On completion of the survey, the Chief UNHQ Aviation

Safety Unit should analyse the findings and submit a report, through the existing reporting channels, to the Director LSD and the Head of Mission for executive action.

Safety Surveys can be conducted by Mission Aviation Safety

Officers other than the resident Officer, upon specific instructions from UNHQ.

A guide to the conduct of safety surveys is at Annex "B" to

this Manual.

1.4.3 Mission Aviation Safety Unit (M-ASU)

1.4.3.1 The Mission Aviation Safety Unit is responsible for:

1.4.3.1.1 Advising the Head of Mission and the DOA/CAO on all Aviation Safety matters and suggesting remedial measures to counter actual or potential causes of accidents.

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1.4.3.1.2 Conducting regular aviation safety meetings with civil and military representatives of the air operators/flying units providing air services to the mission.

1.4.3.1.3 Ensuring adequate monitoring of all aviation

procedures/techniques and aircraft types development for potential safety hazards.

1.4.3.1.4 Ensuring that procedures laid down for the

prevention of aviation accidents, incidents, hostile acts and air prox involving aircraft, are thoroughly carried out and that the knowledge gained is properly applied.

1.4.3.1.5 Ensuring that procedures laid down in respect of

recording, coding, and reporting of all Mission occurrences (accidents, incidents hostile acts and air prox) are carried out correctly so that utilisation of relevant information is enhanced.

1.4.3.1.6 Ensuring that all safety awareness/publicity is

properly disseminated.

1.4.3.1.7 Ensuring that the safety organization at subordinate levels is maintained as an efficient and effective body.

1.4.3.1.8 Ensuring that policy on safety management is

rigidly adhered to.

1.4.3.1.9 Ensuring that all occurrences are reported to UNHQ Aviation Safety unit in a timely manner with the utilization of the appropriate reports (Immediate Report; Preliminary Aircraft Occurrence Report; Observed Hazard Report)

1.4.3.1.10 Ensuring that all aircraft inspections for Long-

Term Charter Agreements and LOAs are properly conducted in a timely manner and reported to UNHQ Aviation Safety Unit with the utilization of the appropriate Inspection Report.

1.4.3.1.11 Ensuring that safety aspects of all Air

Operator’s Performance Evaluation for Long Term Charter Agreements, Carrier’s Assessment Reports for Short-Term Charter Agreements and LOA Performance Evaluations are properly compiled and reported to UNHQ Aviation Safety Unit, in a timely manner, with the utilization of the appropriate Formats. This function is performed in close co-operation with the Chief Aviation Officer and the Chief MOVCON Officer as applicable. Refer to Part 3 for specific guidance.

1.4.3.1.12 Compiling the Aviation Safety portion of the

Mission budget in accordance with the guidelines described at Annex ”C”.

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1.4.3.2 All Peacekeeping Missions with aviation assets assigned to

them will normally have at least one Aviation Safety Officer assigned to them. The number of aviation safety officers/assistants in each mission will depend generally on the size of the mission and/or the number of aviation assets available in the same. However, the following guidelines shall be followed when establishing the necessary number of Aviation Safety Officers/Assistants for each mission:

1.4.3.2.1 One Mission Aviation Safety Officer P-3 when: - the expected fleet includes no more than 3 aircraft - the aircraft are permanently deployed in no more than 2

locations

1.4.3.2.2 One Mission Aviation Safety Officer P-4 One Aviation Safety Assistant FS when one of the following instances occurs: - the expected fleet includes more than 3 and no more than

10 aircraft, or - the aircraft are permanently deployed in 3 or more

locations, all of which are within 150 NM from mission HQ

1.4.3.2.3 One Mission Aviation Safety Officer P-4 One Aviation Safety Officer P-3 One Aviation Safety Assistant FS when one of the following instances occurs: - the expected fleet includes more than 10 aircraft and no

more than 20 aircraft, or - the aircraft are permanently deployed in any number of

locations and at least one of them is more than 150 NM from mission HQ

1.4.3.2.4 Personnel requirements greater than those

indicated in paragraph 1.4.3.2.3 above, as a consequence of fleets larger than 20 aircraft or complex deployment postures, shall be discussed, defined and coordinated with the Aviation Safety Unit, UNHQ.

1.4.3.3 All missions shall plan for the deployment of the required

Aviation Safety Personnel, to provide advice on Aviation Safety and to implement accident prevention measures through the establishment, management and execution of the Mission Aviation Safety Programme. Activities to be conducted during the initial phase of mission establishment are indicated in the Aviation Safety Support Plan attached at Appendix 1 to Annex “C”.

1.4.3.4 The Aviation Safety Officer is organically

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positioned within the Office of the DOA/CAO and reports directly to him/her. The Aviation Safety Officer works normally in close co-operation with the Chief Aviation Unit and the Chief MOVCON Officer on aviation matters and coordinates with the CISS on administrative matters. However, the organizational principles described in paragraphs 2.2.1 to 2.2.4 still apply, especially in relation to the access to Head of Mission, DOA/CAO and UNHQ Aviation Safety Unit on matters related to Aviation Safety. Before deployment, Aviation Safety Officers are required to pass through UNHQ Aviation Safety Unit, where they will receive specific UN safety training before being deployed to the field.

1.4.3.5 When Military Aviation Contingents are permanently

deployed, their Commander is to appoint a suitably experienced officer for the post of Contingent Aviation Safety Officer, informing the Mission Aviation Safety Officer who will inform UNHQ Aviation Safety Unit of the nomination. He should be of aircrew status and preferably, in current flying practice. Ideally, the Contingent Aviation Safety Officer should not be given any other secondary duties and should have direct access to the Aviation Contingent and Base Commanders on all aspects of safety and safety-related matters. He will also report on safety maters directly to the Mission Aviation Safety Officer, of whom he is the executive extension at the contingent operating base. The specific responsibilities of a Contingent Aviation Safety Officer will be determined by the roles and functions of the Contingent and given to him/her by the Mission Aviation Safety Officer within the Mission responsibilities listed in paragraph 3 above.

1.4.3.6 Mission Aviation Safety Officers, in discharging their duties,

should observe, but not be limited to, the following basic principles:

1.4.3.6.1 Learn the weaknesses, inadequacies and sub-standard areas that exist in operations, communications, maintenance, servicing, administration, transport facilities and all other functions of the Mission.

1.4.3.6.2 Analyse the problem and recommend the action

necessary to rectify each individual situation or condition.

1.4.3.6.3 Initiate and/or process aircraft accident, incident, special occurrence and hazard reports and investigations. In this respect ensure:

1.4.3.6.3.1 Correct reporting procedures are employed.

1.4.3.6.3.2 Thorough reporting and investigation.

1.4.3.6.4 Maintain a register of reported hazards,

accidents, incidents, hostile acts and air prox reports.

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1.4.3.6.5 Initiate, manage and co-ordinate appropriate Mission safety activities within the framework of the UN Aviation Safety Programme.

1.4.3.6.6 Coordinate safety awareness/publicity, education

and dissemination of information upwards, laterally and downwards. In this respect an adequate communication feedback system must be established.

1.4.3.6.7 Maintain a constant check on incident/accident

trends.

1.4.3.6.8 Maintain close liaison with Aviation Safety Officers of other Missions.

1.4.3.6.9 Initiate and ensure that periodic Mission Aviation

Safety meetings are conducted; conduct periodic safety meetings or dialogue sessions with dependant base Aviation Safety Officers.

1.4.3.6.10 Maintain an adequate diary of all safety

activities carried out.

1.4.3.6.11 Be familiar with operating procedures of the transport mode operated by the Mission and those of other Missions that are likely to be deployed or operate in conjunction with the Mission.

1.4.3.6.12 Formulate and implement the unit Emergency

Response Plan (ERP) practising it at least twice a year, one of which must be a simulated off-base accident.

1.4.3.6.13 Act as a liaison officer for safety

inspections/visits, accident investigations and for boards of inquiries.

1.4.3.6.14 Conduct a brief with all newly posted-in personnel, crews, MILOBS and others on matters pertaining to the aviation safety programme and relevant safety issues and procedures in the mission.

1.4.4 Initial procedures in case of accident

1.4.4.1 In the event of an accident, prior to the arrival of the Designated Aircraft Accident Investigator, the Mission Aviation Safety Officer must ensure that the following requirements are met:

1.4.4.1.1 Interference with Wreckage. No personnel are to

move or interfere with parts or components which belong to the wreckage without the expressed permission of the Designated Aircraft Accident Investigator appointed to investigate

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the accident, except in the circumstances listed as follows.

1.4.4.1.1.1 To rescue the injured or remove the dead (in this case the rescuer is to record carefully the position of the bodies).

1.4.4.1.1.2 To prevent or minimize fire damage to the

wreckage.

1.4.4.1.1.3 To remove wreckage obstructing essential flow of traffic or rescue and fire fighting services.

1.4.4.1.1.4 To recover salvageable components.

1.4.4.1.1.5 When weapon, pyrotechnics, etc., fitted to

or carried need to be made safe.

1.4.4.1.1.6 When the Mission has been specifically notified by higher authorities.

1.4.4.1.2 Security of Wreckage and Accident Site.

Sightseers, press and souvenir hunters are often among the first to arrive at any accident site and much valuable evidence can be removed or destroyed, if the accident site is not secured. Therefore, action is to be taken to ensure that:

1.4.4.1.2.1 UN and civilian property is protected.

1.4.4.1.2.2 Spectators and press are kept at a safe

distance.

1.4.4.1.2.3 Only authorized personnel are admitted to the accident site.

1.4.4.1.2.4 Items salvaged are held in safe custody for

subsequent examination.

1.4.4.1.2.5 Wreckage or components are not handled by unauthorized personnel.

1.4.4.1.2.6 Identifiable marks made by the wreckage

are not obliterated.

1.4.4.1.3 Wreckage Diagrams. An accurate wreckage diagram is an invaluable aid to effective accident investigation. In normal circumstances, the Investigating Team draws wreckage diagrams. However, if components are required to be moved, a wreckage diagram is to be drawn as soon as possible before any wreckage part is moved from its original position.

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1.4.4.1.4 Samples. In the case of an aircraft accident,

ensure that LOX, oil, fuel and hydraulic samples are obtained as soon as possible, from both, servicing equipment and the accident aircraft.

1.4.4.1.5 Immediate Report of Accident. In the case of an

aircraft accident, ensure that essential information is sent to UNHQ Situation Centre no later than 4 hours after knowledge of the accident has first reached the Mission. The message shall contain:

- mission - aircraft type - aircraft call sign and registration - date and time of accident - location of accident - extent of damage to aircraft - extent of damage of third parties - number of fatalities - number of injuries

1.4.4.1.6 Preliminary Aircraft Occurrence Report. In the

case of an aircraft accident, ensure that the Preliminary Aircraft Occurrence Report is completed and forwarded to UHNQ within 24 hours of the accident.

1.4.4.1.7 Photographic Coverage at Crash Site. A full

photographic coverage of an aircraft accident site, including wreckage and victims, is required for accident investigation and reporting. This is vitally important if victims and wreckage are to be moved before investigation starts. Photographs of human victims and remains are to be classified as "Medical-in-Confidence" and placed in the custody of the medical officer. Photographic coverage is required of the following aspects of the crash scene:

1.4.4.1.7.1 Aerial views of site and wreckage.

1.4.4.1.7.2 Panoramic and close-up views of wreckage

and components including all life support equipment.

1.4.4.1.7.3 Views of the cockpit and flying control surfaces.

1.4.4.1.7.4 Close-ups of victims and their injuries

(ideally, to be directed by a medical officer, if available).

1.4.4.1.8 Statements by Witnesses and Survivors. Statements should be obtained from witnesses and survivors before they have forgotten, rationalized, or altered their first impressions. These statements should be obtained in note form

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at the accident site and, as soon as possible, in writing or on a tape recorder. When statements cannot be obtained, a list of witnesses should be compiled for future interview by the designated Aircraft Accident Investigator and later by the BOI. Witnesses’ statements are to be recorded by the Mission Police or Security. Survivors (crew and or passengers) are to be interviewed ONLY by the designated Aircraft Accident Investigator and/or person(s) delegated by him.

1.4.4.1.9 Isolation of Survivors. Whether injured or

uninjured, aircrew and other survivors of an aircraft accident should be quarantined from other personnel. Only the designated Aircraft Accident Investigator and/or person(s) delegated by him and medical personnel should be allowed access to survivors. Instances have occurred where unauthorized personnel have intimidated survivors and caused distortion of the events in the mind of the survivors and aggravated conditions of shock. In addition, consumption of alcohol by survivors can aggravate an existing medical condition, or disguise the symptoms of other conditions. Accordingly, the Head of Mission in consultation with the medical officer and the designated Aircraft Accident Investigator, is to arrange for appropriate isolation of survivors.

1.4.4.1.10 Documentary and Recorded Evidence. All documentary and recorded evidence, in particular associated with aircraft or personnel involved in an accident is to be impounded and placed in safe custody until released to investigation authorities. Such evidence includes:

1.4.4.1.10.1 Air traffic control tape recordings.

1.4.4.1.10.2 Aircraft maintenance documents.

1.4.4.1.10.3 Personal medical documents.

1.4.4.1.10.4 Aircrew log books.

1.4.4.1.10.5 Flight plans.

1.4.4.1.10.6 Flight authorization (tasking) records.

1.4.4.1.10.7 Any other relevant documents.

1.4.4.1.11 Medical and Pathological Examination of

Personnel. The medical examination of survivors and the pathological study of victims of an aircraft accident are essential elements of any accident investigation. They should therefore be conducted promptly and professionally and their results made available to the designated Aircraft Accident Investigator.

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1.4.4.1.12 Public Relations. The premature release of

information or speculation concerning the possible causes of aircraft accidents can be detrimental to the Organization, the Mission and individual personnel. Accordingly, public relations statements to the news media must not advance information on the possible causes of an accident. To state that an accident is "under investigation" is sufficient. All queries by the news media must be referred to the Head of Mission or his designate.

1.4.5 Air Operators/Military Units Safety Officers

1.4.5.1 The site managers for Air Operators under long term

charter and the senior officers of Military Aviation Units under LOA must appoint a suitably qualified individual as the "point of contact" to liase with the Mission Aviation Safety Officer on safety matters. These individuals, appointed to be the “points of contact” for safety activities, are responsible for all matters pertaining to safety management of their Company/Military Unit. They are responsible, inter alia, for:

1.4.5.1.1 Maintaining a high standard of safety awareness

in the Air Operator/Military Unit.

1.4.5.1.2 Processing all accident, incident, special occurrence and hazard reports raised in the Company/Military Unit.

1.4.5.1.3 Maintaining a register of accidents, incidents,

hostile acts and air prox reports arising from the Company/Military Unit.

1.4.5.1.4 Attending all the Mission safety meetings as a

permanent member.

1.4.5.1.5 Initiating and managing workable Company/Military Unit safety programmes.

1.4.5.1.6 Maintaining a close and effective liaison with the

Mission Aviation Safety Officer.

1.4.5.1.7 Assisting the designated UN Aviation Safety Officer in conducting safety surveys.

1.4.5.1.8 Assisting the Mission Aviation Safety Officer in

the compilation of the Occurrence Report when an aircraft accident occurs.

1.4.5.1.9 Ensuring that personnel are familiar with

occurrence reporting procedures.

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1.4.5.1.10 Assisting the Mission Aviation Safety Officer in respect of actions to be taken following an aircraft accident.

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1.5 MISSION AVIATION SAFETY COUNCIL

1.5.1 Introduction

1.5.1.1 The Aviation Safety Council is an important part of the UN Aviation Safety Programme and is designed as a means of obtaining agreements for action on specific safety related problems that could otherwise be very difficult to achieve. The Head of the Mission, or the Director of Administration/Chief Administrative Officer (DOA/CAO) on his behalf, is responsible for instituting the Mission Aviation Safety Council.

1.5.1.2 The purpose of the Aviation Safety Council is to:

1.5.1.2.1 Identify Safety related issues and provide

recommendations and/or direct actions to mitigate or eliminate the associated risks.

1.5.1.2.2 Review accident/incident /hazard reports for

adequacy of the recommended corrective actions.

1.5.1.2.3 Review safety inspection reports for applicability and adequacy of the recommended corrective actions.

1.5.1.2.4 Review effectiveness of the Missions Aviation

Safety Program and make recommendations for improvements.

1.5.1.2.5 Create awareness off and educate mission personnel on safety related issues.

1.5.2 Composition

1.5.2.1 The Council will be divided into two member groups,

permanent members and occasional members. Presence of permanent members is required at every Aviation Safety Council meeting, where as the occasional members presence will be required when a specific issue or item pertaining to their area of work or responsibility is to be discussed during the council.

1.5.2.2 The Council will be chaired by the Director of

Administration/Chief Administrative Officer or, in his absence, by the Chief Integrated Support Services and will meet whenever necessary, but not less than once a month. The Mission Aviation Safety Officer will be the Recorder of the Council.

1.5.2.3 The recommended composition of the Permanent Members

is as follows:

1.5.2.3.1 Chiefs of Units/Sections, or designated representatives of Air Operations and

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MOVCON;

1.5.2.3.2 Mission Aviation Safety Officer(s);

1.5.2.3.3 Representatives of the Air Operator(s)/ Military Unit(s) assigned to the Mission.

1.5.2.4 Occasional members as required by the Council shall be:

1.5.2.4.1 Chiefs of Units/Sections, or designated

representatives of areas/units such as Security, Communications, Logistics, Medical, BMES, etc.;

1.5.2.4.2 Representatives of external contractors for

services, such as fuel, ground handling, etc.;

1.5.2.4.3 Senior Rescue/Fire Fighting Officer;

1.5.2.4.4 Senior Air Traffic Control Officer;

1.5.2.4.5 Local airport administrators and authorities; and

1.5.2.4.6 Any others deemed necessary.

1.5.3 Council Management

1.5.3.1 The Mission Aviation Safety Officer is responsible for the day to day management of the council. The following suggestions should be taken into account in order to insure a workable council is established.

1.5.3.2 Meetings should be scheduled as a regular event on

everyone’s calendar. A specific day and time every month could be used e.g. the second Tuesday of every month.

1.5.3.3 Agendas should be developed on time and members should

understand that only published agenda items will be discussed. Agenda items should be solicited from members in advance and included in the agenda if deemed necessary.

1.5.3.4 Agenda should be distributed to all concerned with any

additional material on items to be discussed before the meeting. However extra copies should be available at the beginning of each meeting.

1.5.3.5 A few days before the meeting, the agenda should be

discussed with the DOA/CAO , who should be briefed on information available and background of each item and what results are expected to be achieved from the meeting.

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1.5.3.6 Meetings should start on time – the only member the council could wait for is the DOA/CAO or Chairman acting in his place.

1.5.3.7 Council members should adhere to the agenda, place a time

limit on the proceedings and start and finish on time.

1.5.3.8 Ideally, each item should be closed with a description of the agreed action, responsible person for implementing the action and the date by which action should be completed. If an item needs to be carried on to the next meeting some indications should be made in the minutes as to why this was necessary and what should happen in relation to the point before the next meeting.

1.5.3.9 Minutes should be prepared, approved by the DOA/CAO

and distributed to all within a day or two of the meeting. Members need to be reminded as soon as possible of what they have agreed to do. The minutes should include a reminder of the next meeting and a request for agenda items.

1.5.3.10 It is important to follow up on a regular basis on action

items. DOA/CAO should be informed when items have been completed (or not completed).

1.5.4 Suggestions for Agenda Items

1.5.4.1 The Mission Aviation Safety Officer should request agenda

items from the council members well in advance of the meeting. The following is a guide to some of the subjects that might be discussed:

1.5.4.1.1 Actions taken as a result of the last meeting;

1.5.4.1.2 Risk Mitigation issues;

1.5.4.1.3 Emergency Response Plan (ERP) and related

exercises;

1.5.4.1.4 Recent occurrences;

1.5.4.1.5 Safety Indicators;

1.5.4.1.6 Safety survey;

1.5.4.1.7 Hazard reports;

1.5.4.1.8 Safety Awareness campaigns;

1.5.4.1.9 Final Accident Investigation reports;

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1.5.4.1.10 Other related information

1.5.5 Minutes

1.5.5.1 The Mission Aviation Safety Officer is responsible for insuring that minutes are taken, prepared and distributed to all. The minutes of the meeting should state clearly what action is to be taken and by whom. In addition to the internal mission distribution, copies of the minutes should be extended to UNHQ Aviation Safety Unit and relevant civil/military agencies/bodies represented at the meeting. The minutes should include any recommendations or requests for assistance from higher authorities. They are, however, to supplement, not replace, normal staff action on the matters raised. Minutes should be signed and approved by the DOA/CAO.

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1.6 MISSION AVIATION SAFETY ASSISTANCE VISITS AND SURVEYS

1.6.1 Introduction

1.6.1.1 Aviation Safety Assistance Visits and Surveys are aimed at

providing a detailed assessment of factors influencing Aviation Safety management in Peacekeeping Missions and form the basis for identifying remedial actions needed to enhance Aviation Safety and Accident Prevention.

1.6.1.2 Aviation Safety Assistance Visits and Surveys are conducted

by Aviation Safety qualified personnel from UNHQ, assisted, if required, by Mission Aviation Safety Officers other than the Aviation Safety Officer of the Mission being visited.

1.6.1.3 The Director of Administration/Chief Administrative Officer

(DOA/CAO) can also use an Aviation Safety Survey as an internal management tool, in connection with the Mission Aviation Safety Council, to periodically review the performance of the mission Aviation Safety.

1.6.1.4 Aviation Safety Assistance Visits are not confined only to

the mission flying elements. They involve equally all those non-flying elements of the mission that encompass in their areas of responsibility matters affecting Aviation Safety management and Accident Prevention.

1.6.2 Types of Assistance Visits and Surveys

1.6.2.1 Assistance Visits and Surveys can cover the complete range

of aviation activities in a Mission (full survey) or be limited to a single aspect or a single element of such activities (partial survey). Aviation Safety Assistance Visits and Surveys can be formal, when generated by UNHQ or Head of Mission, or informal, when generated by the Mission as an internal management tool.

1.6.2.2 Formal Aviation Safety Assistance Visit and Survey. Formal

Aviation Safety Assistance Visits and Surveys are generated by UNHQ or by the Head of Mission and are conducted by Aviation Safety qualified personnel from UNHQ, as specified in paragraph 1.6.1.2, above. In a formal visit, the surveying team uses the applicable parts of the “Field Mission Aviation Safety Survey Checklist” to answer questions relevant to the surveyed issue, in case of partial survey, or the complete Checklist, which covers the full range of aviation activities, in case of full survey. After analysing the survey data, the Aviation Safety Unit at UNHQ prepares an Aviation Safety Assistance Visit Report, which is then submitted to the Director LSD and to the Head of Mission. Formal Aviation Safety Assistance visits are also carried out prior to the establishment of a new mission in order to asses the current safety situation in the new mission and recommend appropriate actions to mitigate the identified risks.

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1.6.2.3 Informal Aviation Safety Assistance Visit and Survey. Informal Aviation Safety Assistance Visits and Surveys are used by the Missions as a management tool, in combination with the Mission Aviation Safety Council, to promote safety awareness in all personnel concerned with aviation, to enhance Aviation Safety and to implement Accident Prevention activities. The DOA/CAO and/or the Mission Aviation Safety Council normally decide when to have a partial or full survey conducted within the Mission and task the Mission Aviation Safety Officer with its execution. The Mission Aviation Safety Officer prepares an appropriate checklist, using the “Field Mission Aviation Safety Survey Checklist”, the “Suggested Checklist for Mission Safety Survey” (Annex “A” to Part II of the UN Aviation Safety Manual) and the “Aviation Assessment/Survey” (Chapter 9 of the UN Air Operations Manual) as guidance and discusses the relevant issues with the appropriate personnel. The results are then presented to the DOA/CAO and/or Mission Aviation Safety Council and required corrective actions are identified, planned and implemented.

1.6.3 Timing of Assistance Visits and Surveys

1.6.3.1 Under normal circumstances, Formal Aviation Safety

Assistance Visits and Surveys are to be conducted:

1.6.3.1.1 Before a Mission is established, for assessing the Mission Aviation Safety requirements, constrains and limitations. This visit is normally conducted in conjunction with the Technical Survey Mission;

1.6.3.1.2 Once a year in every Mission where air assets are

permanently deployed under Long Term Charter Agreements, Letters of Assist (LOA) or Pro Bono Agreements;

1.6.3.1.3 Twice a year in those missions where the

permanent fleet comprises 10 (ten) or more aircraft or where the mission air assets are permanently deployed at 4 (four) or more different operating locations;

1.6.3.1.4 Before the activation of new permanent operating

locations, other than the existing operating locations, where air assets are to be permanently deployed;

1.6.3.1.5 Whenever deemed necessary by UNHQ or by the

Head of Mission.

1.6.3.2 Informal Aviation Safety Assistance Visits and Surveys are to be conducted whenever the DOA/CAO and/or the Aviation Safety Council of any Mission so decide, in the interest of Aviation Safety and Accident Prevention.

1.6.3.3 Formal Aviation Safety Assistance Visits and

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Surveys are conducted by the Chief, UNHQ Aviation Safety Unit, or other suitably qualified and experienced Aviation Safety Officer from UNHQ Aviation Safety Unit, assisted, when needed, by suitably qualified and experienced Mission Aviation Safety Officer(s) other than the resident Aviation Safety Officer of the Mission being visited.

1.6.3.4 Informal Aviation Safety Assistance Visits and Surveys are

conducted by the Mission Aviation Safety Officer assisted in the review of non flying related issues, if needed, by other mission personnel qualified and experienced in those specific areas being surveyed.

1.6.4 Visit Checklist

1.6.4.1 Formal Aviation Safety Assistance Visits and Surveys are

normally conducted utilizing the “Field Mission Aviation Safety Survey Checklist” published by the Aviation Safety Unit, Logistics Support Division, DPKO. The checklist is a very comprehensive tool that covers all those areas of activity in a generic mission, which can have an impact on the prevention of Aviation Accidents. The checklist may be adapted to the specific circumstances, both in terms of scope (full or partial survey) and in terms of contents, to better achieve the specific aim of each assistance visit/survey, as established by UNHQ or by the Head of Mission. The Checklist is a flexible tool to be adapted and modified to suit the requirements. It is not a rigid and sterile list of compulsory checks.

1.6.4.2 Informal Aviation Safety Assistance Visits and Surveys are

normally conducted utilizing a checklist specifically prepared by the Mission Aviation Safety Officer to reflect the aim and scope of each single informal survey, as established by the DOA/CAO and/or the Aviation Safety Council. In the preparation of the Informal Checklist, the Mission Aviation Safety Officers should consider local conditions, aircraft types, resources available, past accidents experience and any other aspect deemed applicable.

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2. ACCIDENT PREVENTION PROGRAMME

2.1 MISSION ACCIDENT PREVENTION PROGRAMME

2.1.1 Introduction

2.1.1.1 Each individual connected in any way with aviation activities is personally involved in the prevention of flight accidents and therefore in the implementation of Aviation Safety. To implement Aviation Safety means to discover, identify, analyse and recognize the dangers of flying and consequently to find the way of avoiding and/or reducing them. This is achieved through an adequate and effective Accident Prevention Programme aimed at neutralizing the elements of danger inherent in the exercise of flight.

2.1.1.2 This section provides the principles that the Mission

Aviation Safety Officer should follow in the preparation of the Mission Accident Prevention Programme and indicates the instruments at his/her disposal for implementing it.

2.1.1.3 The Aviation Safety Programme was developed to provide

simple, cost effective and reliable means of acquiring, monitoring, reporting and maintaining information about safety hazards.

2.1.2 Principles

2.1.2.1 Experience indicates that Accident Prevention in aviation is

characterised by three universal principles applicable to all aviation activities. These principles are the sequence of events, the known precedent and the interaction between man – machine – environment.

2.1.2.1.1 The Sequence of Events. Each aviation accident

is the conclusion of a succession of associated events (sequence of events) generally connected in time, place, cause and effect that are called “the causal factors”. The sequence of events comprises an event, called the no-return point, after which the accident is unavoidable. The process of accident prevention aims at eliminating or modifying one of those events, in order to interrupt the sequence of events before the no-return point is reached.

2.1.2.1.2 The Known Precedent. Aviation accidents causal

factors, although they appear in different circumstances and configurations, tend to repeat themselves. Similarly, the circumstances that generate a succession of causal factors (sequence of events) also tend to repeat themselves. It is therefore possible to know them (known precedent) and to correct them, since the causal factors will inevitably repeat themselves. The process of accident prevention aims at removing the known precedent in order to interrupt the sequence of events.

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2.1.2.1.3 The Interaction between Man – Machine –

Environment. All causes that produce an accident originate from three elements: man, machine and environment. All three are always present and interacting in any flying activity. They are, therefore, always potential causal factors of an accident. They influence each other; sometimes they even modify each other. Accidents can occur when one or more capabilities and/or performances of those elements deteriorate. The process of accident prevention aims at maintaining a balanced relation between the three elements: man, machine and environment.

2.1.2.2 Man plays a predominant part of the responsibility in every

accident, since not only he pilots the machine, but also maintains, projects, builds and modifies it. In the man it is possible to identify two aspects, one physical – which addresses the man as a physiological machine – the other psychical – which refers to the regulation of relations between the man and both the human community, of which he is a part, and the mechanised civilisation that surrounds him. These two aspects have a direct influence on certain limitations of the human organism that must be respected, particularly when maximum performances are required of it in particular circumstances such as when flying. Smoking, drinking, excessive waste of energies or a generally reduced respect of the man for himself could contribute to significantly reduce the organism efficiency level, already stressed by the physical requirement of flying. These negative attitudes can lead to misjudgement, limited recovery capability, operational fatigue, alteration or decrease of perception capability, loss of attention, etc. These events are often listed as the principal causal factors of an accident.

2.1.2.3 The machine may also be considered at the same level as

the man. Machines have limits that must be respected and should not be constantly operated at, or beyond, their operational limits to avoid signs of premature stress and fatigue. Machines are complicated artefacts that have reached very high levels of perfection. However, like all mechanical things created by humans, are subject to wear, small imperfections and ruptures. The latter, when altering the harmony of the “man-machine system” can initiate a succession of events that can lead to an accident.

2.1.2.4 The environment can be divided into two distinctive parts:

the natural environment and the artificial environment. The natural environment includes the geography and orography of the place where the flight takes place and comprises the climate, the meteorological conditions, etc. The artificial one includes all those components generated and influenced by man such as airports, runways radio aids to navigation, communications, etc. The natural environment cannot be modified; it can only be studied and analysed. The artificial environment is susceptible to improvements and adaptations to the requirements of the man-machine relation.

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2.1.2.5 When preparing the Mission Accident Prevention Programme, Safety Officers must have a clear understanding of the principles of accident prevention to be able to effectively prepare their programme. A good Accident Prevention Programme is able to identify the known precedent, interrupt the chain of events and maintain the balance between man-machine-environment so that no accidents can occur in any given mission.

2.1.3 Elements of the Programme

2.1.3.1 The Aviation Safety Officers are facilitated in the

implementation of the Accident Prevention Programme by a number of instruments at their disposal. Some of these instruments are “active” in nature, like visits, inspections, surveys, investigations, briefings, education, training and publicity. Others, such as available documentation, international rules and regulations and so on are more passive in their nature.

2.1.3.2 The Mission Accident Prevention Programme should involve

but not be limited to the following core safety activities, all of which are detailed in different sections of this manual:

− Risk Assessment − Identification of aviation safety hazards − Safety reporting system − Airfield, helipad and servicing surveys − Aircraft, helicopter operations and maintenance surveys − Mission Aviation Safety Council − Mission Emergency Response Plan − Execution of safety surveys − Investigation of incidents and accidents − Education and training − Aviation Safety briefings and training sessions − Safety information database − Dissemination of vital safety information to all United

Nations staff

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2.2 RISK ASSESSMENT

2.2.1 Introduction

2.2.1.1 Risk Management in Aviation has many points in common

with basic accident prevention methodology, as both activities involve an assessment of the types of hazards, the risks the hazards generate (Risk Assessment) and a logical approach to deciding what to do about the risks (Risk Mitigation).

2.2.1.2 Risk Management is characterized by two distinct phases:

2.2.1.2.1 Risk Assessment Phase, in which the safety

specialist identifies hazards and their associated levels of risk and provides expert advice and/or recommendations on how best to control or reduce them;

2.2.1.2.2 Risk Mitigation Phase, in which the air operations

specialist identifies actions to reduce and/or control the risks generated by the hazards.

2.2.1.3 The final decision on the acceptability of the risk, as

identified by Risk Assessment and on the actions to control it, as proposed by Risk Mitigation, is the responsibility of the manager responsible for Risk Management. In Peacekeeping missions, Risk Management is the responsibility of the DOA/CAO, while Risk Assessment is the responsibility of the Mission Aviation Safety Officer and Risk Mitigation of the Chief Aviation Officer.

2.2.2 Risk Assessment Guides

2.2.2.1 Traditional safety survey checklists list a number of

questions with simple yes or no answers and maybe a comments column. The person executing the evaluation is not always provided with a set of parameters to accurately assess the risk involved. As a consequence, the assessment depends mostly on the individual experience, training and background and personal point of view of the reviewer.

2.2.2.2 To reduce the subjectivity of evaluations, the UNHQ

Aviation Safety Unit has developed specific Risk Assessment Guides, as a means of helping identify, in an objective manner, hazards and their associated level of risk. Risk Assessment Guides are designed with the idea of assigning a specific level of risk to each issue, to help the Mission identify those that need to be urgently addressed and those that need to be addressed, but that allow a little more time to act. Risk Assessment Guides shall be used to compile the Mission Safety Indicators, as specified in paragraph 3.2.3 below.

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2.2.2.3 The following is a list of areas generally assessed in the Mission Aviation Safety Indicators, which are used to highlight issues of concern to the DOA/CAO and UNHQ Aviation Safety Unit and though it to concerned UNHQ senior management.

- Senior Management Awareness - Accident Prevention Program - Safety Council - Emergency Response Plan - Flt Following & Communications - Contractors & Military Units Compliance - Search and Rescue - Cargo and Pax Management (MOVCON) - Meteorological and Weather - Airport Ramp Operations - Navigation Aids - Rescue and Fire Fighting and medical - Fuel Services - Runway & Landing facilities - Air Traffic Services

2.2.3 General Compilation Instructions

2.2.3.1 The Risk Assessment Guides are made up of various questions. Each one based on UN and/or international rules and regulations related to the particular area, which is being assessed.

2.2.3.2 Guides comprise four columns, one containing questions

and three containing answers that provide guidelines for the MASO to indicate the possible level of risk relating to each question. Levels of risk are: green, indicating a low level of risk (equivalent number value is 1); yellow, indicating medium risk (equivalent number value is 2); and red, indicating high-risk (equivalent number value is 3). MASO shall read each question and then indicate, by putting the corresponding value 1, 2 or 3 in the answer column to that particular question, which answer more closely reflects the current situation in the mission.

2.2.3.3 Meteorological and Weather, Navigation Aids, Rescue and

Fire Fighting, Fuel Services, Runway and Landing Facilities, Airport Ramp Operations and Air Traffic Services Guides should be filled out for every airport/airfield in the mission that has UN aircraft assigned to it or for every airport/airfield which is used by UN aircraft on a regular basis (at least three times a week).

2.2.3.4 The MASO filling in the guide, based on the current

situation in the mission, decides which is the proper response to the question and assigns the corresponding number and colour.

2.2.3.5 Those questions which are not

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considered applicable to the mission being assessed should be designated as Low Risk and assigned an equivalent number value of 1.

2.2.4 Safety Indicators

2.2.4.1 MASO shall use the guides as a comprehensive review of

each area in question. The total level risk for each area is derived from the sum of the numbered answers (See paragraph 2.2.3.2 above) compared with the overall risk table at the end of each risk assessment guide. MASO shall use the risk derived from this table to designate a level of risk for the Safety Indicators at the end of each three-month period (Jan-March, April-June, July-Sept, Oct-Dec). Additionally, the colour assigned to each particular question will help to highlight specific areas of concern within each area that is being assessed.

2.2.4.2 The Overall level of risk for each area reviewed shall be

included in the Safety Indicator Table and forwarded to the Aviation Safety Unit in New York the first week following the end of each three month period, as indicated in paragraph 2.2.4.1 above.

2.2.4.3 The points assigned to evaluate each guide will vary

depending on the number of questions asked in each guide, however the implications of the risk level remain the same, as indicated in the relevant overall risk table at the end of each risk assessment guide.

2.2.4.4 High Risk or RED implies that a condition of imminent

danger exists and that the possibility of stopping the operations should be considered until the major modifications required to reduce the risk level are in place. Another way of looking at it is that serious problems exist, which require immediate major modifications.

2.2.4.5 Medium Risk or YELLOW, indicate that problems exist

that require moderate modification to procedures and operations, but a modification period (30-60 days) is available.

2.2.4.6 Low Risk or GREEN minor or negligible changes are

required; they can be done when possible or convenient.

2.2.4.7 The final responsibility for the acceptance of a related risk, as indicated in paragraph 3.2.1.3, lies in the hands of the DOA/CAO.

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2.3 IDENTIFICATION OF AVIATION SAFETY HAZARDS THROUGH FOCUS GROUP DISCUSSIONS

2.3.1 Introduction

2.3.1.1 An important part of any Accident Prevention Programme is

the identification of aviation safety hazards. A hazard can be defined as any condition, event or circumstance which has the potential to cause illness, death or damage and lead to an incident or accident.

2.3.1.2 Hazards can be identified by various means, many of which

are discussed throughout this manual, such as safety surveys and visits, airfield and helipad inspections, observed hazard reports and so on. This section describes in detail the identification of hazards through focus group discussions.

2.3.2 Identification Of Aviation Safety Hazards Through Focus Group

Discussions

2.3.2.1 One of the most convenient and recommended methods to proactively identify aviation safety hazards is the implementation of focus group discussions. Focus group discussions provide the organization with a current assessment of its safety performances and encourage staff to report safety problems, making them more aware of the safety implications relating to their individual jobs. In addition, they reaffirm that organization’s commitment to safety.

2.3.2.2 Focus group discussions, should involve as many staff and

management from all areas as possible, which allows staff to become more actively involved in establishing and maintaining a safety culture within the organization.

2.3.3 Purpose

2.3.3.1 The purpose of focus group discussions is to provide the

participants with a structured method to identify hazards within the organization that have the greatest potential to compromise aviation safety. Focus group meeting/discussion should be scheduled normally, at Headquarters and Missions, on a semi-annual basis; however meetings could be convened at any other time if deemed necessary.

2.3.4 Process for identifying hazards

2.3.4.1 The basic process for identifying aviation safety hazards

involves following five simple steps:

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2.3.4.1.1 Identifying hazards. The outcome of this step is to produce a list of hazards, which reflect the group’s perception of potential safety hazards within the organization.

2.3.4.1.2 Ranking the severity of hazards. The assignment

of scoring (from 1 to 3) to evaluate the hazard in terms of severe, minor or negligible.

2.3.4.1.3 Identifying current defences. Identification of

defences within the organization designed to minimise the potential of each hazard contributing to an accident.

2.3.4.1.4 Evaluating the effectiveness of each defence.

Evaluation of effectiveness of each identified defences.

2.3.4.1.5 Identifying additional defences. The outcome of this step is to establish if modifications are needed to existing defences or new ones required. In other words, is preparing a list of inadequate defences that require safety action.

2.3.5 Managing the focus groups’ meetings

2.3.5.1 Although there are no hard and fast rules for conducting

effective focus groups, the general guidelines provided below apply:

2.3.5.1.1 The level of staff taking part in focus group discussions is not specifically established but particularly in DPKO Missions the attendance at these meetings need not be limited to international staff. The optimal size of a focus group is generally six or eight people. More than eight participants makes difficult to maintain the focus of the discussion. Fewer than six may not be optimal use of time.

2.3.5.1.2 Ideally, each focus group should comprise

participants who perform similar functions.

2.3.5.1.3 Management levels should be included in the group discussion because they have a broader perspective on safety issues. However, the Mission Aviation Safety Officer should evaluate the convenience for conducting separate meetings (management-staff) in order to avoid conflictive situations because some staff may feel inhibited about identifying aviation hazards if management is present.

2.3.5.1.4 The Mission Aviation Safety and the relevant

Aviation Safety Officer(s) should facilitate the focus group discussions at Headquarters and in the Missions.

2.3.5.1.5 The goal of focus group discussions is for

management and staff to learn something new from

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the participants. Therefore, it is best to let participants speak for themselves, with limited involvement by the Mission Aviation Safety Officer.

2.3.5.1.6 The Mission Aviation Safety Officer’s role is not to

lead the participants in a particular direction, but to let the group set the content of the discussions. All participants should have equal opportunity to put their view forward.

2.3.5.2 Mission Aviation Safety Officers need to remember that a

solid knowledge of procedures, rules and regulations is paramount for the preparation, planning and implementation of an effective Accident Prevention Programme. They must therefore use instruments such as ICAO SARPs, UN manuals, applicable Military and/or Civil Aviation Authorities regulations (mission home country – aircraft state of registry), operators’ operations manuals, etc.

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2.4 OTHER CORE ACTIVITIES

2.4.1 Introduction

2.4.1.1 Most of the Accident Prevention Programme’s proposed

activities and procedures such as Mission Aviation Safety Council, Reports, Mission Aviation Safety Surveys and Emergency Plans are discussed in detail throughout this manual.

2.4.1.2 This section aims to provide basic guidelines for those core

activities not addressed elsewhere in this Manual, with the aim of creating a standardized level of aviation safety within the different Mission areas.

2.4.2 Airfield, Helipad And Ground Handling/Services Surveys.

2.4.2.1 The Mission Aviation Safety Officer shall conduct periodic

helipad, airfield and ground handling/services contractor surveys. These can be conducted either on a regular planned basis, for example each airfield to be visited twice a year or on a need to basis, for example due to the fact that information has been received that a hazard exists and/or due to the occurrence of an incident or accident in a particular airfield/helipad.

2.4.2.2 Available documentation such as countries AIP, ICAO

annexes UN Air Operations and Aviation Safety Manuals shall be used in order to insure the accuracy of the survey being carried out. Risk Assessment guides (see Part III, Section 2 of this Manual) could also be used as reference materials and indication of areas to be surveyed and required standards.

2.4.2.3 Helipad and airfields surveys shall include but not be

limited to:

- Airfield markings - Airfield and apron Lighting - Condition of runway, taxiway and apron surfaces - Navaids - Obstacles - FOD programmes - ATC and meteorological facilities - Suitability for night operations - Fire fighting and rescue equipment - Search and Rescue

2.4.2.4 Ground handling/services contractors such as, aircraft

towing and ground handling services, fuel handling, fire fighting and others shall also be surveyed. Surveys will vary depending on the service the contractor is providing; however in general the following aspects should be looked into:

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- Are service contractors performing the activities they have been

contracted to do? - General condition of the equipment being used - Suitability of the equipment for what it is being used - Maintenance programme - Training programme of people using the equipment (basic,

recurrent and/or specialized for the particular equipment they are using)

- Quality Assurance programme (fuel) - Safety rules, regulations and procedures

2.4.3 Aircraft/Helicopter Operations And Maintenance Surveys.

2.4.3.1 The Aviation Safety Officer shall conduct periodic

aircraft/helicopter operations and maintenance surveys. Surveys shall include, but not necessarily be limited to, the following aspects:

- Passenger Safety Briefings - Flight checking - Cargo tie down - Dangerous goods - Crew certification - Operations procedures Maintenance administration (MEL, policies on management of

differed items, spare parts, tools, equipment, practices, environment and so on)

- Aircraft emergency equipment - Safety equipment in general

2.4.4 Aviation Safety Briefings And Training Sessions

2.4.4.1 The Aviation Safety Officer shall prepare and conduct

periodic generic safety briefings for all personnel and briefings for specific groups of people such as air operations, crews, MovCon, airport management and ground handling personnel, MILOBS etc. Issues requiring briefing are normally identified by the Aviation Safety Officer; however UNHQ Aviation Safety Unit will, from time to time, provide general issues requiring briefing in all missions at the same time

2.4.5 Generic Briefing

2.4.5.1 Generic briefing shall be given to all new personnel entering

the mission area as a means of educating staff members on Aviation Safety related matter and creating an awareness on the importance of Safety at a mission level. The briefing shall include but not necessarily be limited to the following subjects:

- Introduction to Aviation Safety in the Mission

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- Importance of On-board Safety Briefings - Aircraft evacuation procedures - Observed Hazard reporting procedures - FOD - Safety in and around the different type of aircraft and helicopters - Dangerous Goods

2.4.6 Movcon, Air Operations And Airport Management And Ground

Handling Personnel Briefing

2.4.6.1 Briefings for this group of people can be more technical as they are directed at people who have or should have a knowledge of airport operations, related hazards and general safety procedures. The briefing shall include but not necessarily be limited to the following subjects:

- Radio and communication procedures and phraseology - Procedures for movement in and around aircraft/helicopters - FOD - Dangerous Goods - UN Safety ground rules, regulations and procedures - Pre-flight runway inspections - Basic weather reporting - Emergency Response Plan - Observed Hazard reporting procedures

2.4.7 Crew Briefing

2.4.7.1 Crews shall be briefed on safety issues in the Mission and

also on what is expected of them from a UN Aviation Safety point of view: The briefing shall include but not necessarily be limited to the following subjects:

- Brief description of the Aviation Safety programme in the mission

and what is expected of them - Correct use of aeronautical phraseology - Briefings to passengers - Occurrence reporting - Observed Hazard reporting - UN Safety ground rules, regulations and procedures - Emergency Response Plan - Airfields and helipads in use in the mission

2.4.7.2 As part of the Aviation Safety Programme a calendar of

activities shall be prepared by the MASO and presented to the DOA/CAO. An example of a Calendar of Activities is attached as Annex “D”.

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3. REPORTS

3.1 PRINCIPLES OF REPORTING

3.1.1 Introduction

3.1.1.1 Sound safety management and effective accident prevention is based on a full, accurate and immediate reporting system of all occurrences and hazards. Followed by a timely investigation of the incident, a dissemination of the recommendations and required actions to all involved. This is a basic requirement that places a great responsibility on the safety organization at all levels.

3.1.1.2 Effective reporting provides the Organization with an alarm

to situations, which are or could turn into potentially dangerous events or occurrences. However, the importance of the information received is sometimes lost as what appears to be the hazard or problem initially, might actually just be the result of a far more dangerous item that is being overlooked. This is where the importance of the investigation of the report becomes evident.

3.1.2 Reporting Procedures

3.1.2.1 It is by the full and accurate reporting of occurrences and

hazards that serious accidents can be averted. Although action can and must be taken on these reports at the lowest field level, the information has to be passed to higher levels at UNHQ, where the overall picture is collected so that actions for dissemination of information and possible solutions can be sent to all the missions. The time limit for the various stages of reporting is specified hereunder and should be carefully observed.

3.1.3 Types of Reports

3.2.1.1 The following standard reports are utilized by the Mission

Aviation Safety Officers to communicate relevant information to the DOA/CAO and to UNHQ Aviation Safety Unit and Transport Section. (Some of these reports are compiled in co-operation and co-ordination with the mission air operations and MovCon officers).

3.1.3.1.1 Air Accident/Missing Aircraft Flash Report. Used

by field missions to report to UNHQ Situation Centre (SitCen) any accident or missing aircraft within 2 hours of occurrence. Missions will establish internal procedures for the submission of the Flash Report to SitCen, in accordance with specific guidance issued by USG-DPKO to Heads of Mission. This Flash Report is not to be confused with and does not replace the Immediate Preliminary Aircraft Occurrence Report described in paragraph 4.2.2.1 below.

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3.1.3.1.2 Preliminary Aircraft Occurrence Report. Used to report to UNHQ Aviation Safety Unit any accident, incident, hostile act and air prox within 24 hours of their occurrence.

3.1.3.1.3 Aviation Observed Hazard Report. Used to report

to Mission Aviation Safety Offices and UNHQ any hazards and/or safety concerns as anybody becomes aware of them.

3.1.3.1.4 Aircraft Inspection Report for Long Term Charter.

Used to report to UNHQ Aviation Safety Unit and Transport Section the initial verification of the contract terms and the conditions of the aircraft chartered by the United Nations for long-term contracts. This inspection is conducted at the beginning of a contract or every time the contracted aircraft is replaced.

3.1.3.1.5 Air Operator’s Performance Evaluation. Used to

report quarterly to UNHQ Aviation Safety Unit and Transport Section the contracted Air Operator s compliance with the terms of the contract and to record its overall performance. This report is to be used for Air Operators under Long Term Charter Agreements.

3.1.3.1.6 Carrier’s Assessment Report. Used to report to

UNHQ Aviation Safety Unit and Transport Section the Carrier’s compliance with the terms of the contract and to record its overall performance every time a deployment, redeployment or rotation of personnel is executed. This Report is to be used for Carriers under Short Term Charter Agreements.

3.1.3.1.7 LOA Inspection Report. Used at the beginning of

each agreement or every time an aircraft is replaced to report to UNHQ Aviation Safety Unit and Transport Section verification of compliance with the LOA’s terms and the conditions of the aircraft chartered by the United Nations under Letters of Assist.

3.1.3.1.8 LOA Assessment Report. Used to report to UNHQ

Aviation Safety Unit and Transport Section the Carrier’s compliance with the terms of the contract and to record the Military Unit’s overall performance.

3.1.3.1.9 Freight Forwarding Compliance Report. Used to

report to UNHQ Aviation Safety Unit and Transport Section the contractor’s compliance with the terms of the contract and to record its overall performance. This report is to be used for carriers and contractors Freight Forwarding Charter Agreement.

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3.2 PRELIMINARY AIRCRAFT OCCURRENCE REPORT

3.2.1 General

3.2.1.1 The Preliminary Aircraft Occurrence Report (PAOR) is the primary tool for informing UNHQ Aviation Safety Unit of any accident, incident, hostile act or air prox, related to flight activities in the mission, involving any aircraft or helicopter, civilian or military/government owned, contracted to or under LOA or Pro-Bono with the United Nations.

3.2.1.2 The following is a list of situations (not conclusive) that

shall be reported as Aircraft Occurrences:

3.2.1.2.1 Lightning or Bird Strikes

3.2.1.2.2 Damage related to FOD

3.2.1.2.3 In flight fire, explosion, smoke or toxic fumes

3.2.1.2.4 Significant fuel leaks

3.2.1.2.5 Any defect, which adversely affects the handling characteristics of the aircraft.

3.2.1.2.6 Failure of the pressurization system

3.2.1.2.7 Failure of navigation or communication systems

3.2.1.2.8 Rejected take off

3.2.1.2.9 Any runway incursion

3.2.1.2.10 Significant fuelling error

3.2.1.2.11 Significant cargo loading error

3.2.1.2.12 Emergency or precautionary landing

3.2.1.2.13 In flight loss of all pitot-static instrument

indications

3.2.1.2.14 In flight loss of all normal gyro stabilized attitude indications

3.2.1.2.15 Engine flameout, failure or emergency shutdown.

3.2.1.2.16 Incapacitation of crew in flight

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3.2.1.2.17 Any instance of inadequate terrain separation

3.2.1.2.18 Any departure or excursion from the runway

3.2.1.2.19 Any situation in which a heavy landing check is required

3.2.1.2.20 Critically low fuel quantity

3.2.1.2.21 Injury to any person while in or on the plane

3.2.1.2.22 Damage to aircraft by ground equipment

3.2.1.2.23 Any landing on a wrong airport or wrong runway

3.2.1.2.24 Any part of the aircraft or its equipment is sabotaged or vandalised

3.2.1.2.25 Unintentional Altitude deviation

3.2.1.2.26 Unintentional Navigation deviation

3.2.1.2.27 Any other event considered to have serious safety

implications

3.2.2 Timing of Report

3.2.2.1 An Immediate Preliminary Aircraft Occurrence Report should be sent within the first 4 hours from occurrence by e-mail to the Aviation Safety Unit at UNHQ, this e-mail should be copied to all other Safety Officers/Assistants in the mission of occurrence and will include:

- Date and approximate time of the incident/accident - Aircraft Type - UN Call Sign - Number of Crew and Pax if available - Location - Initial Description of the incident/accident - Casualties (if any and if information is available)

3.2.2.2 The Preliminary Occurrence Report (PAOR) should be

compiled and forwarded to UNHQ as soon as possible, normally within 24 hours of the occurrence. In particular circumstances where this time schedule cannot be observed, every effort should be pursued to complete and forward the Report as soon as practicable (in any case no more than 48 hours after the occurrence).

3.2.2.3 In case of accidents, the Chief UNHQ Aviation Safety Unit

must be immediately informed by telephone of the occurrence. This action must be carried out regardless of time zone differences.

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3.2.3 Compilation Responsibilities

3.2.3.1 The Mission Aviation Safety Officer is responsible for the

correct and timely compilation and submission of the Occurrence Report, and final report resulting from its investigation. His signature should appear at the bottom of the standard format under “Report Prepared by”.

3.2.3.2 The Mission DOA/CAO, or person delegated by him should

give Authorization for Report release to UNHQ. His signature should appear at the bottom of the standard format under “Report Authorized by”.

3.2.3.3 The MASO shall brief all crewmembers on their arrival in

the mission area of their responsibility and obligation to inform and report all occurrences, as per UN procedures and contractual obligations.

3.2.4 Investigation of the Occurrence

3.2.4.1 Reporting is one of the basic tools in accident prevention; it

provides the Organization with an alarm to situations, which are or could turn into potentially dangerous events or occurrences. However, the importance of the information received is sometimes lost as what appears to be the hazard or problem initially, might actually just be the result of a far more dangerous issue that is being overlooked.

3.2.4.2 With this in mind and to insure that lessons learned from

occurrences are used for the improvement of safety in all missions, the MASO shall follow up and investigate all Preliminary Aircraft Occurrence Reports received and also those Observed Hazard Reports that are either repetitive or could turn into a major concern if not addressed properly.

3.2.4.3 Results of the investigation shall be included in a Final

Report and sent to UNHQ Aviation Safety Unit as soon as possible.

3.2.5 Final Report

3.2.5.1 The Final Report will follow ICAO Annex 13. (Aircraft Accident and Incident Investigation) guidelines as indicated below.

3.2.5.1.1 Format of the Final Report

I. TITLE – shall contain name of the operator, UN registration, model,

nationality and registration marks of the aircraft; place and date of the incident.

II. FACTUAL INFORMATION – shall contain when pertinent the

following points:

a. History of the Flight - Brief summary

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with information such as type of operation, scheduled/unscheduled flight, last point of departure, time of departure, point of intended landing, flight preparation, description of the flight and events leading to the incident, location (latitude, longitude, elevation), time of the incident, whether day or night and any other fact which the investigator considers relative to the investigation.

b. Injuries to persons – The following table should be completed

using the corresponding number.

Injuries Crew Passengers Others Minor None

c. Damage to aircraft – brief explanation of the damage sustained by

the aircraft.

d. Other damage – Brief description of damage sustained to other equipment or objects, different to the aircraft.

e. Personnel Information – Should contain information on the flight

crew such as: age, validity of licenses, ratings, mandatory checks, flying experience (total and on type) and duty time. Should also contain a brief description of qualifications and experience of other crew members and when relevant any other pertinent information of other personnel involved, such as air traffic services, maintenance etc.

f. Aircraft Information – Brief information on airworthiness and

maintenance of the aircraft, with indications of any deficiencies known prior to and during the flight that might have had a bearing on the accident/incident. Where relevant a brief description on performance and on weight and balance issues. Type of fuel used.

g. Meteorological information – information on the meteorological

conditions, including forecast and actual condition where available, also where pertinent any information on the availability of meteorological information to the crew. When needed any information on natural light conditions at the time of the accident/incident i.e. sunlight, moonlight, twilight etc.

h. Aids to navigation – When pertinent, any information related to

navaids (ILS, NDB, VOR etc.) and their effectiveness at the time of the accident/incident.

i. Communication - Information pertinent to the situation being

investigated related to aeronautical

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mobile and fixed service communication and their effectiveness.

j. Aerodrome information – Pertinent information associated with the aerodrome or landing site, its facilities and general condition.

k. Additional Information – Any other useful and pertaining

information that has not already been included.

III. ANALYSIS – Based on the information collected in Part 1 above Factual Information, an analysis leading to the determination of conclusions and causes shall be completed.

IV. CONCLUSIONS – Findings and causes established in the investigation

shall be listed. Causes should include both the immediate ones and also the not so evident systemic ones.

V. SAFETY RECOMMENDATIONS – When and if necessary

recommendations for the purpose of accident prevention and any resulting corrective action should be stated.

VI. ANNEXES – Appropriate and necessary information which leads to a

further understanding of the report, or which supports conclusions and recommendations shall be included as an annex. Annexes shall be numbered and mentioned with their corresponding number in the preceding sections of the report.

3.2.5.2 Accidents will always be the subject of an Aviation Safety

Technical Investigation (ASTI), which will account for final reporting and a Mission BOI. Therefore, accidents will not normally require any reporting other than the Preliminary Aircraft Occurrence Report and the official investigation (ASTI), which will continue to be done by the Aircraft Accident Investigator designated by UNHQ.

3.2.6 Aircraft Commander Responsibilities

3.3.1.1 Unless incapacitated, the aircraft commander will report

immediately to his supervisor any occurrence involving UN aircraft, which occurs while he is acting as aircraft commander. A written report concerning the circumstances of the accident will be submitted by the aircraft commander, through the Air Operator/Military Unit point of contact designated for aviation safety, to the Mission Aviation Safety Officer within 5 (five) hours of occurrence.

3.3.1.2 If the aircraft commander is incapacitated and can not

submit the above-mentioned report, this task falls on the Air Operator/Military Unit point of contact designated for aviation safety. Procedures and timing of the report are the same as specified in paragraph 3.2.6.1 above.

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3.3 AVIATION OBSERVED HAZARD REPORT

3.3.1 General

3.3.1.1 In general, people are the most important aspect in the process of identifying, reporting and controlling hazards. The Observed Hazard Report (OHR) is a tool that allows all UN personnel to report hazards to the appropriate areas as soon as they become aware of them, therefore contributing to the general safety level of the Organization.

3.3.1.2 The MASO is responsible for insuring the dissemination of

OHR blank forms throughout the mission area and insuring that all personnel are aware of the importance of reporting any action, or non action, or event which they (i.e. the person informing) consider hazardous.

3.3.1.3 Additionally, the DOA/CAO through the Aviation Safety

Council Meetings, should insure that solutions, ideas and recommendations regarding or resulting from OHRs are promoted and implemented in the field.

3.3.2 Reporting Procedures

3.3.2.1 The OHR form should be made available to all the

operators, in all aircraft operating bases, hangars and passenger terminals, to all UN personnel and to those working on a contractual basis with the UN.

3.3.2.2 OHR should be a descriptive narrative of the hazard, which

can be submitted anonymously if the sender so wishes, to the attention of the MASO or directly the Aviation Safety Unit in UNHQ New York.

3.3.2.3 After being investigated, all OHRs, with their recommended

actions (where applicable), shall be forwarded to UNHQ Aviation Safety Unit as soon as feasible.

3.3.3 General instructions

3.3.3.1 MASO shall insure clear instructions are placed near or on

the OHR form as to the particular procedures to be followed in each area or mission for the submission of the same. That is to say, relevant fax numbers, names of people in charge, location of drop boxes and so on.

3.3.3.2 A letter or note acknowledging the receipt of the OHR (when

it is not sent anonymously) should always be sent by the MASO to the person submitting the report.

3.3.3.3 All OHR should be investigated by the MASO and re written

if a further explanation of the same is necessary. Additional available information should be added when it is received.

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3.3.3.4 When MASO deems necessary or when various OHR have

been received pertaining to a similar or to the same situation or hazard, a Final Report will be written following ICAO Annex 13 guidelines, as established in paragraph 4.2.5 Final Report, above.

3.3.3.5 No disciplinary actions will be taken towards the person

submitting the report, unless the person has committed a blatant violation against established procedure/rules/regulations and wilful misconduct affecting the safety of the UN Air Operations is apparent, in which case the issue will be reported to the DOA/CAO and to the Mission Security/Police for action.

3.3.3.6 MASO shall insure that all OHR requiring follow-ups or

corrective actions from specific sections, areas or units in the Mission, are forwarded to the person in charge with a covering memo from the DOA/CAO. The memo should include instructions to respond with corrective actions, comments or both and a reasonable time of response for them to evaluate and reply.

3.3.3.7 The MASO is responsible for following up on

recommendations and actions arising from the investigation of the OHR and keeping a record of the same and their current status.

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3.4 AIRCRAFT INSPECTION REPORT LONG TERM CHARTER

3.4.1 General

3.4.1.1 The Aircraft Inspection Report for Long Term Charter is

used to report to UNHQ Aviation Safety Unit and Transport Section the condition of the chartered aircraft and compliance with the terms of contract. The successful completion of the inspection is a prerequisite for the acceptance of the offered aircraft and the consequent initiation of the charter.

3.4.1.2 This inspection report is not a basis for the Peacekeeping

Mission to initiate action against the carrier which, if required, will be carried out by UNHQ. It can be used, however, to address matters that can or should be remedied locally prior to the charter commencing.

3.4.1.3 This inspection report is applicable to United Nations

contract charter agreements ONLY and is not to be used for aircraft/flights provided by Member States and/or Troop Contributing Countries under Letter(s) of Assist. The inspection of these aircraft is addressed in Section 7.


3.4.2.1 At the beginning of each and every contract, one individual

Report should be filled for each and every aircraft chartered. The Report should be repeated for any new machine, every time a replacement aircraft is deployed during an existing contract.

3.4.2.2 The report should be faxed to the UNHQ Transport Section

(3-8655) and Aviation Safety Unit (3-3881), within one week of its compilation date. The original should be sent by pouch/mail to Logistics Support Division, UNHQ, NY attention Aviation Safety Unit, as soon as possible.



correct and timely compilation of the Report and for presenting it to the Releasing Authority as specified below. He/she should be assisted in the conduct of the inspection, for the parts of their competence, by mission Air Operation Officers, provided that they are qualified pilots or aeronautical mechanics/engineers. However, the final compilation responsibility rests with the Mission Aviation Safety Officer. His/her signature should appear at the bottom of the standard format under “Inspected by”.

3.4.3.2 Authorization for Report release to UNHQ should be given

by the Mission DOA/CAO, or person by him/her delegated. His/her signature should appear at the bottom of the standard format

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under “Approved by”.

3.4.4 Instructions For Compilation

3.4.4.1 In order to insure compliance with the contract the MASO shall not carry out an aircraft inspection unless he has received a copy of the contract of the Long Term Charter agreement for the aircraft in question and has access to copies of all relevant aircraft certificates and documentation.

3.4.4.2 The inspection associated with questions 9 and 10 of the

report are to be undertaken and completed by Air Operations or Aviation Safety personnel ONLY.

3.4.4.3 The external appearance and condition of the aircraft

(Question 11 of the report) is to be completed by Air Operations or Aviation Safety personnel wherever possible. However, in the absence of Air Operations or Aviation Safety personnel, only other technically qualified personnel may complete this assessment in ‘general terms’.

3.4.4.4 Any technical anomalies highlighted as a result of the

inspection should be discussed with the English-speaking member of the flight crew in the first instance. The results of those discussions are to be included in the Notes to the Inspection Report.

3.4.4.5 MASO should insure that all answers given in the report are

based on the following instructions and requirements.

3.4.4.5.1 General Information

3.4.4.5.1.1 Name of Mission – Enter the name of the applicable Peacekeeping Mission.

3.4.4.5.1.2 Inspection Date – Enter the date that the

aircraft inspection is performed.

3.4.4.5.1.3 Inspection Location – Enter the airfield where this inspection is performed.

3.4.4.5.1.4 Aircraft Task - Briefly describe the task

required from this aircraft as indicated in the contract (e.g. Light Utility, Passenger, Cargo, Medium Helo, etc)

3.4.4.5.1.5 Deployment Base – Enter the name of the

base from which the aircraft normally operates.

3.4.4.5.1.6 Aircraft Type – Enter the type of aircraft provided as per the contract (e.g. AN-26, B-212, B-200).

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3.4.4.5.1.7 Operator – Enter the name of the operator as detailed on the Air Operators Certificate.

3.4.4.5.1.8 Aircraft Registration Number – Enter the

registration number of the aircraft (usually displayed on the fuselage of the aircraft). The registration number should be the same as the one that appears on the contract and on the Certificate of Registration and Certificate of Airworthiness provided.

3.4.4.5.1.9 UN Call Sign – Enter the UN ‘call’ sign

assigned to the aircraft by the mission.

3.4.4.6 Technical Assessment

3.4.4.6.1 On inspection, if any doubt exists in relation to any of the required certificates or documents, MASO should obtain a photocopy of the certificate and forward it with the completed Inspection Report, to UNHQ Aviation Safety Unit. All certificates should be in the language of the certifying country and in English; if not, translations should be provided.

3.4.4.6.2 Air Operator Certificate (AOC). The safety

officer conducting the inspection Inspector should insure that the Air Operator Certificate and Operating Provisions are available for inspection in the aircraft. He/she should review, in particular, if the Air Operator Certificate provides the following details:

3.4.4.6.2.1 Operators identification (Name and

address);

3.4.4.6.2.2 Date of issue and period of validity (has the certificate expired);

3.4.4.6.2.3 Description of the types of operations

authorised (is the aircraft authorised for passenger, passenger and cargo, or cargo only type operations, etc.);

3.4.4.6.2.4 The type(s) of aircraft authorised for use

(confirm that the aircraft provided is authorised to complete the required task(s); and

3.4.4.6.2.5 The authorised areas of operation or

routes.

3.4.4.6.3 Certificate of Registration (C of R). Verify the following:

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3.4.4.6.3.1 Is the C of R carried on board at all times?

3.4.4.6.3.2 Confirm registration marks on aircraft coincide with those indicated in the C of R and in the identification plate affixed inside the Aircraft;

3.4.4.6.3.3 Confirm name of owner agrees with name

of operator as indicated in the AOC or if different, that the owner and the operator are indicated as lesser and lessee in the applicable lease agreement;

3.4.4.6.3.4 Confirm that the name of the operator

identified on this certificate agrees with that specified in the Air Operating Certificate. (Note: Some NAAs do not indicate the name of the operator in the Certificate of Registration.)

3.4.4.6.3.5 Confirm number of certificate, date of issue

and expiration date (if applicable).

3.4.4.6.4 Certificate of Airworthiness (C of A). Check the Certificate of Airworthiness to confirm the following:

3.4.4.6.4.1 Does the aircraft possess a C of A issued

by the NAA of the country of registration? Is it carried on board at all times?

3.4.4.6.4.2 Is the expiry date on the C of A beyond the

date of compilation of this report? (Note: Some NAAs issue C of A under a system of continuous inspection and do not carry expiration date.)

3.4.4.6.4.3 Verify that the registration number of the

aircraft provided agrees with that specified in the Certificate of Airworthiness.

3.4.4.6.4.4 Confirm that the category of aircraft

specified on the Certificate of Airworthiness is suitable to complete the required task(s).


identified in the C of A agrees with that specified in the AOC. (Note: Some NAAs do not indicate the name of the operator in the C of A.)

3.4.4.6.5 Insurance Certificate. Ensure that the

registration months of the aircraft provided are specified in the Insurance Certificate. Verify that all insurance terms indicated in the charter agreement are quoted in the insurance

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certificate provided. In particular:

3.4.4.6.5.1 The Certificate applies to the aircraft provided; it names the UN as additional insured; under “conditions” it provides “All and every use incidental to the UN’s operations”; the war risk insurance liability is provided (if applicable); the geographical limitations include your area of operation.

3.4.4.6.5.2 The information required might be in various certificates depending on the country and the insurer. MASO should insure that all insurance aspects contained in the contract are covered i.e. crews, passenger, hull, war risk and so on.

3.4.4.6.6 Crew Licences. Check the Crew Licences to

verify the following:

3.4.4.6.6.1 Are the flight and cabin crew Licences current?

3.4.4.6.6.2 Are the flight and cabin crew Licences

endorsed for this type of aircraft?

3.4.4.6.6.3 Do the Licences carry endorsement from the national aviation authority of the country of registration for the aircraft provided?

3.4.4.6.6.4 If and when applicable, are the crew

certified and current for night VFR and/or IFR flights?

3.4.4.7 Crew

3.4.4.7.1 Does the flight crew contain at least one pilot who is fully fluent in technical aviation English language, in accordance with the Air Charter Agreement?

3.4.4.7.2 Do the crew members appear to be appropriately

attired, medically fit, and trained to perform their duties under the Air Charter Agreement?

3.4.4.7.3 Verify that the minimum number of cabin

attendants required for this type of aircraft, based on either seating capacity or the actual number of passengers to be carried, are provided in order to effect a safe and expeditious evacuation of the aircraft in an emergency evacuation situation. Cabin attendants must have valid licenses and licenses should be endorsed to signify they have received training on the particular aircraft they are flying in. Note: Until the issue of transportation of passengers on cargo aircraft is definitely resolved at UNHQ level, in those

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limited cases where cargo airplanes are being used to transport passengers and load masters or other members of the crew are carrying out “cabin attendant” duties, such as safety briefings, verify that these crew members are properly qualified and certified to perform these duties.

3.4.4.8 Technical Condition Of The Aircraft

3.4.4.8.1 Verify that the Technical Log Book is current for

this aircraft. Compare the list of defects to the Minimum Equipment List to ensure aircraft repair programme is being regularly updated. If these documents are in a language other than English and therefore cannot be verified, please specify so in the notes.

3.4.4.8.2 Verify that the equipment as listed in the

company’s Minimum Equipment List is provided. Provide detail of any items not provided in accordance with that list. If a copy of the MEL and the company’s Operating manual are in a language other than English and therefore cannot be verified, please specify so in the notes.

3.4.4.8.3 What is the external appearance and condition of

the aircraft? This inspection should include checking for fuel and/or oil leaks; verifying the condition of the tyres; checking for damage to the fuselage, wings, etc; or identification of any other defects.

3.4.4.8.4 Verify that the aircraft is painted in UN livery, in

particular:

3.4.4.8.4.1 The entire aircraft is painted white, however exhaust wash areas and other critical components maybe painted black. Fire ground rescue safety markings, as required by ICAO regulations, will be standard colours and remain clearly visible.

3.4.4.8.4.2 The letters “UN” or the words “United

Nations” are painted in black or dark blue on the underside and topside of either the left or right wings so as to be clearly visible and proportionate to size of wing. Helicopters should have the letters “UN” on the underside of the fuselage and the nose.


Nations” are painted in black or dark blue on both sides of the fuselage so as to be clear and visible and proportionate to the size of the aircraft. Large aircraft may affix the letters “UN” on the front of the fuselage, with the words “United Nations” on the rear of the fuselage. Helicopters and small aircraft should

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use the letters “UN” on both sides of the fuselage. The letters should be made as large as possible, placed in a logical area and proportionate to the size of aircraft.


Nations” are painted in black or dark blue on both sides of the vertical tail surface, alternatively, the UN emblem can be affixed. Helicopters should have the words “United Nations” along the tail boom surface, but this requirement is not absolutely necessary.

3.4.4.8.4.5 Serial numbers can remain on the vertical

tail surface and on the wings as required by national regulations.

3.4.4.8.4.6 Company/Operator name shall not appear

on the aircraft. National flag symbols, if required, may appear discreetly in the usual position. If on the vertical tail surface, these emblems must be below the UN symbol.

Note: Any deviation to the above stated markings should be included in the notes section of the report.

3.4.4.9 Cabin Assessment

3.4.4.9.1 Verify that the aircraft is fully equipped with

Emergency and Survival Equipment as required by the contract, and list any items that are either not provided, or where there is less than sufficient for the number of passengers to be carried. Particularly, confirm that there are sufficient life jackets on board to accommodate the number of passengers being transported.

Note: Obtain the assistance of a crewmember to identify the relevant items of equipment.

3.4.4.9.2 Verify and/or confirm the condition of the

following aircraft facilities:

3.4.4.9.2.1 Cleanliness. Is the aircraft clean internally, sufficient to accommodate passenger travel in a healthy environment? Specifically:

(i) Is the passenger cabin area clean and tidy? (ii) Are the toilet facilities clean and in a serviceable state? (iii) Is the passenger cabin area free from any offending or nauseous odour?

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(iv) Are passenger seats clean and fresh (to a standard equivalent to that found in other civilian passenger aircraft)?

3.4.4.9.2.2 Seats. The following are requirements

applicable to seats:

(i) Are there sufficient seats to accommodate all embarking passengers? (ii) Are those seats correctly serviced and do they have adequate seatbelts fitted? (iii) Are the seats functional (are they adjustable to accommodate passenger comfort requirements) and do the seatbelts function correctly?

3.4.4.9.2.3 Baggage. Does the aircraft provide:

(i) Sufficient, safe and secure storage for the quantity of baggage to be transported? (ii) If and when required, does aircraft have sufficient nets and cargo tie down equipment? Is it in adequate working order?

3.4.4.9.2.4 Public Address System. Is the internal

PA system on board the aircraft functional and serviceable?

3.4.4.9.2.5 Overhead lockers. Are they serviceable, and do the latches or securing device/s function correctly.

3.4.4.9.2.6 Lights. Does the internal lighting

function correctly; is the internal safety lighting (including exit locator lighting) sufficient and operating correctly; and do the personal reading lights function correctly (when applicable)?

3.4.4.9.2.7 Air Conditioning. Does the aircraft

passenger cabin air conditioning function in an acceptable manner?

3.4.4.9.2.8 Aircraft Safety Instructions. Are there

sufficient aircraft information and safety cards (when applicable) on board to accommodate the number of passengers being transported?

3.4.4.9.3 Verify that all emergency exits

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and exits in general are properly marked and identified as such. Emergency exits should have clear instructions on how to operate them in case of an emergency. Instructions should be in English or in diagram form understandable to all. When higher than 6 ft, emergency exits must be equipped with an automatically deployable, self-sustaining means of evacuation.

3.4.4.10 Aircraft ‘Fitness’ Overall

3.4.4.10.1 Since specifications my vary according to the

type of contract and the aircraft model, verify that all the items listed in Part II - Aircraft Specifications - of Annex E to the contract - Aircraft Services Specifications Vendor’s Response Checklist - are reflected in the aircraft being inspected. Particular attention should be given to the state and proper working conditions of aircraft equipment (Part II, paragraph 8.c.).

3.4.4.10.2 In conjunction with the Air Charter Agreement

and based on the above inspection assessment:

3.4.4.10.2.1 Is the aircraft as provided properly equipped?

3.4.4.10.2.2 Does the aircraft as provided appear to

be properly maintained?

3.4.4.10.2.3 Is the aircraft as provided fit for the purpose for which it has been chartered?

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3.5 AIR OPERATOR’S PERFORMANCE EVALUATION LONG TERM CHARTER AGREEMENT

3.5.1 General

3.5.1.1 The Air Operator’s Performance Evaluation is used to report to UNHQ Aviation Safety Unit and Transport Section the overall performance and the compliance with the terms of contract of Air Operators under Long Term Charter Agreements during the duration of the contract. Data collected are used to generate a database on the weaknesses and strongholds of air operators for future reference.

3.5.1.2 This report is to be used only for evaluating civilian air

operators contracted under UN charter agreements or provided to the UN on a pro-bono basis. It is not applicable to aircraft/flights provided by Member States or Contributing Countries under Letters of Assist agreements. For these, refer to Section 8, LOA Military Aircraft Performance Evaluation.


3.5.2.1 The Report shall be compiled every three months, starting

from the effective initiation date of the chartered service at the Mission. Under normal circumstances, a one-year charter will receive four Air Operator’s Performance Evaluations. Adjustments can de done to accommodate slight differences in contract duration so that an objective and thorough evaluation can be performed.


(3-8655) and Aviation Safety Unit (3-3881), within one week of their compilation date. The original should be sent by pouch/mail to Logistics Support Division, UNHQ, NY, attention Transport Section as soon as possible.


3.5.3.1 The Chief Aviation Officer (CAVO) is responsible for the

correct and timely compilation of the Report and for presenting it to the Releasing Authority as specified below. CAVO is assisted by the Mission Aviation Safety Officer (MASO) who is responsible for the compilation of the Aviation Safety parts specified in the report. CAVO and MASO should obtain the assistance from all other Mission functions that interact in any way with the air operator for collecting relevant information germane to the compilation of the Report. The signatures of both officers shall appear at the bottom of the standard format under “CAVO’s Signature - MASO’s Signature”.


by the Mission DOA/CAO, or person by him/her delegated, who should also enter any personal comments on the Air Operator's performance. His/her

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signature should appear at the bottom of the standard format under “Chief Administrative Officer”.

3.5.3.3 Should the situation arise, where there is no Aviation Safety

Officer present, then the Air Operations Officer conducting the inspection will fill in the sections pertaining to Air Operations ONLY; all information relating to the Aviation Safety sections will be left blank.

3.5.4 Instructions for Compilation

3.5.4.1 CAVO and MASO should insure that the format is fully and properly filled in. Relevant information should be typed or printed clearly in English and/or where applicable the appropriate box containing the relevant information ticked.

3.5.4.2 Ratings, whether they be good or unsatisfactory should be

expanded on in the comments box provided. Additional information considered relevant, or of interest should be included as comments at the end of the report.

3.5.4.3 General Information and Aircraft Description

3.5.4.3.1 CAVO and MASO should insure that all answers

are based on the following instructions and requirements:

3.5.4.3.1.1 Name of Mission/Report No. - Enter the name of the applicable Peacekeeping Mission, year and progressive number assigned by the mission. ( e.g. UNAVEM/97/01 would be the first report from UNAVEM for the year 1997).

3.5.4.3.1.2 Relevant Period - Enter the three months

period covered by the report (e.g. 1 July ‘97 through 31 October ‘97).

3.5.4.3.1.3 Operator/Nationality - Enter air

operator’s full name and nationality.

3.5.4.3.1.4 Contract No. - Enter contract number as it appears at the top of the contract in your possession.

3.5.4.3.1.5 Contract Start Date - Enter starting date

indicated in the contact.

3.5.4.3.1.6 Contract Termination Date - Enter ending date indicated in the contact.

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3.5.4.3.1.7 Contract Terms - Enter length of contract (e.g. six months, one year etc).

3.5.4.3.1.8 Aircraft Type - Enter type of aircraft

chartered in the contract.

3.5.4.3.1.9 Quantity - Enter number (spelled out) of aircraft included in the contract.

3.5.4.3.1.10 UN Call Sign(s)- Enter actual call sign

used by the aircraft crew for all flights in support of this contract.

3.5.4.3.1.11 Registration Number(s) - Enter aircraft’s

registration number (usually displayed on the fuselage of the aircraft). The registration number should be the same as the one that appears in the contract.

3.5.4.4 Documentation Validity

3.5.4.4.1 On inspection if any doubt exists in relation to

the aircraft certificates provided, the inspecting officers should obtain a photocopy of the particular certificate and forward it with the report. All certificates should be in the language of the certifying country and in English; if not, translations should be provided.

3.5.4.4.2 Air Operator Certificate. Certificate number

and expiration date should be entered in the column provided after verifying the following:

3.5.4.4.2.1 The Air Operator Certificate and Operating

Provisions are available for inspection in the aircraft.

3.5.4.4.2.2 The Air Operator Certificate provides the following details:

- Operator’s identification (Name and address); - Date of issue and period of validity (has the

certificate expired ?); - Description of types of operations authorized (e.g.

passenger, passenger and cargo, cargo only etc); - Confirm that the aircraft provided is authorized to

execute the required task(s); - Indication of authorized areas of operation or routes.

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3.5.4.4.3 Aircraft Certificate of Registration (C of R). Verify the following:

3.5.4.4.3.1 Is the C of R carried on board at all times?

3.5.4.4.3.2 Confirm registration marks on aircraft

coincide with those indicated in the C of R and in the identification plate affixed inside the Aircraft;

3.5.4.4.3.3 Confirm name of owner agrees with name




3.5.4.4.3.5 Confirm number of certificate, date of issue

and expiration date (if applicable).

3.5.4.4.4 Aircraft Certificate of Airworthiness (C of A). Check the Certificate of Airworthiness to confirm the following:

3.5.4.4.4.1 Does the aircraft possess a C of A issued

by the NAA of the country of registration? Is it carried on board at all times?

3.5.4.4.4.2 Is the expiry date on the C of A beyond the


3.5.4.4.4.3 Verify that the registration number of the


3.5.4.4.4.4 Confirm that the category of aircraft




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3.5.4.4.5 Aircraft Certificate of Insurance. Certificate number and validity date should entered in the column provided after verifying the following:

3.5.4.4.5.1 The Certificate applies to the aircraft

provided; it names the UN as additional insured; under “conditions” it provides “All and every use incidental to the UN’s operations”; the war risk insurance liability is provided (if applicable); the geographical limitations include your area of operation;

3.5.4.4.5.2 The information required might be in

various certificates depending on the country and the insurer. MASO should insure that all insurance aspects contained in the contract are covered i.e. crews, passenger, hull, war risk and so on.

3.5.4.4.6 Aircrew Certificates and Licences. Any new

data on crew licences should be entered in the column provided (e.g. new endorsements or new expiration dates), if the data remains the same ‘no changes’ should be entered. If the licenses are not in English, translations should be requested so that Crew Licences can be checked to verify the following:

3.5.4.4.6.1 Are the flight and cabin crew Licences

current?

3.5.4.4.6.2 Are the flight and cabin crew Licences endorsed for this type of aircraft?

3.5.4.4.6.3 Do the Licences carry endorsement from

the national aviation authority of the country of registration for the aircraft provided?

3.5.4.4.6.4 If and when applicable, are the crew

certified and current for night VFR and/or IFR flights?

3.5.5 Air Operator’s Evaluation

3.5.5.1 The inspecting officers shall enter in the appropriate column the rating that is closest to the air operator’s performance. The following guidelines should be used when rating: A: Outstanding (indicating the operator is considered highly professional in all areas); B: Very Good (when considered highly professional in most areas); C: Satisfactory (indicates the operator meets basic requirements); D: Unsatisfactory (in general the operator’s compliance/performance is below requirements).

3.5.5.2 Aircraft

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3.5.5.2.1 Compliance with the UN contract provisions, ICAO Standards and Company procedures. The inspecting officers shall enter the rating in relation to the overall compliance with the provisions of the contract as described in Annex A to the contract, ICAO Standards and Recommended Practices and Company procedures as described in their Operations Manual. Ratings should be based on availability and also on quality. If some of the information cannot be checked as documentation such as Operation Manuals is not available or not in English, please state the information in the comments box provided.

3.5.5.2.2 Aircraft Documentation. Please note that this point refers to flight and maintenance logbooks. The inspecting officers shall base ratings on the manner aircraft documentation is kept (entries clearly written, daily updates, all events recorded etc). If these records are kept in a language other than English and therefore cannot be inspected, please state so.

3.5.5.3 Manager

3.5.5.3.1 Competence and knowledge of his field of work.

Rate if he/she is adequately qualified (competence) and how much theoretical and practical understanding (knowledge) he/she has of his work. Also evaluated here is the knowledge and understanding of international/national and companies rules, regulations and procedures.

3.5.5.3.2 Cooperation with UN Aviation Unit. Base your

rating on items like availability outside normal working hours, initiative to solve problems effectively and rapidly, mannerism in dealing with UN personnel, willingness to go the extra mile and any other item you might consider relevant to his/her cooperation such as behaviour, appearance and conduct.

3.5.5.3.3 Compliance with Financial aspects. Rate the

manager’s ability to deal with the financial aspects of the contract, such as precision, reliability, honesty etc.

3.5.5.3.4 Sense of responsibility. Rate his/her availability to

be called to account for his/her actions, his/her capability of rational conduct, good credit, respectability and trustworthiness.

3.5.5.4 Aircrew

3.5.5.4.1 Availability and level of personnel required by the

contract. Base your rating on the number of days the crew, or part of it was available in relation to the number of days they were unavailable. Consider also compliance with personnel levels indicated in the contract.

3.5.5.4.2 Aircrew Certificates and Licences. This rating

should reflect the way certificates and licences are

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updated and renewed before expiration; if they are readily available and well kept etc.

3.5.5.4.3 Pilot(s), Navigator(s), Flight engineer(s), Other

crew member(s), Ground technician(s) qualification and proficiency. This rating should reflect the way “type rating, night”, IFR and other specific qualifications are kept updated; how proficiency checks and company training are conducted and when (before expiration, timely, regularly, occasionally, with or without specific programme etc.). Should also reflect training and licenses of other crewmembers such as flight attendants and maintenance technicians.

3.5.5.4.4 Aircrew aeronautical English proficiency. Rate aircrew’s capability to use aeronautical English in accordance with standard radio procedures and their ability in general to communicate with flight following/ATC and you as a safety officer. Remember the contract states that at least one of the PILOTS should be proficient in aeronautical English.

3.5.5.4.5 Care / use of UN Equipment. Rate the care all

operator personnel have in the use of UN equipment from radios to vehicles (when applicable) to furniture, offices, etc. Are they kept efficient, clean, well-guarded etc.

3.5.5.4.6 Cooperation with the UN Aviation Unit. Base your

rating on items like availability outside normal working hours, initiative to solve problems effectively and rapidly, mannerism in dealing with UN personnel, willingness to go the extra mile and any other item you might consider relevant to his/her cooperation, such as behaviour, appearance and conduct.

3.5.5.4.7 Disputes with UN members. Rate behaviour in

conflicting situations (especially in the presence of misbehaviour on the part of UN personnel), self-control, willingness and capability to solve disputes etc. Report in the notes any disciplinary actions taken.

3.5.5.5 Missions And Operations Performances

3.5.5.5.1 Aircraft daily task performance level. Base

your rating on the percentage of tasking performed in relation to tasking given and on the performance’s quality. (e.g. if all tasks assigned during the period have been carried out to your satisfaction, you will rate A or B, otherwise you will assign a lower rating in accordance with the level of your dissatisfaction. All episodes or occurrences generating a D grade must be described in a note for the file and kept in your files for future reference).

3.5.5.5.2 Timing compliance. Rate the capability to

adhere to tasked timing. Consider only delays generated by the air operator such as late arrivals at airport, delays

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due to unscheduled maintenance and so on.

3.5.5.5.3 Aircrew compliance with local airspace rules. Consider any reported air traffic violations, not only from official sources but also (and especially) from informal reports from frequent users. Passengers who often fly with the same crews are the best witnesses on how specific crew behave away from base.

3.5.5.5.4 Aircrew compliance with UN flight following

reporting procedures. Consider general behaviour in relation to the UN flight following reporting system, including reported violations from flight followers and/or from users. Passengers who often fly with the same crews are the best witnesses on how specific crew behave.

3.5.5.5.5 Level of readiness and execution of emergency

situations. Base your rating on reaction speed to emergency situations, both from duty aircrew, if 7/24 Medevac/Casevac operations are contemplated, and from any other crew called up in response to emergency situations.

3.5.5.5.6 General oversight and preparation for flights,

pre-flights, cargo loading, manifests etc. base your ratings on time and care given to each task. The following of company SOP on the subject, who should do them, when and so on.

3.5.5.5.7 Preparation and calculation of aircraft weight

and balance and cargo manifest. Base you ratings on the time and care taken in the preparation of the same and on whether established company procedures are followed.

3.5.5.6 Maintenance

3.5.5.6.1 Scheduled/Unscheduled maintenance.

Evaluate if maintenance is carried out when required, timely, properly, professionally; if spare parts used are “certified aviation parts” and not the so called “bogus spare parts”; if maintenance manuals are readily available and are used regularly; if work cards are used; if quality controls are executed etc. Rate how unscheduled maintenance is conducted, what effort is made to avoid disrupting operations etc.

3.5.5.6.2 Down time. Enter the number of days in which

the aircraft was/were not mission ready (NMR) during the period covered by this report. In case of more than one aircraft enter data for each one individually (e.g. 1+0+6 shows a three aircraft contract).

3.5.5.6.3 Availability and compliance with approved

MEL program. Verify if the aircraft/company has

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an approved MEL, whether it is available in the mission area and if so how do they track and what are their policies for different maintenance items.

3.5.5.6.4 Qualification of technicians. Base your

evaluation such things as qualifications of the assigned technicians, what maintenance they are authorized to carry out, last training attended, last recurrent training received and so on.

3.5.5.6.5 Maintenance manual. Verify an updated

maintenance manual for the aircraft in question is available in the field and if technicians use the manual when inspections or scheduled/unscheduled maintenance is being carried out. Verify if the company has a system in place to update manuals in the field.

3.5.5.6.6 Availability of maintenance tools/equipment.

Base your evaluation on the availability and condition of the available tools/equipment, is it sufficient for the work they are required to perform, the neatness and cleanliness with which it is kept and so on.

3.5.5.7 Aviation Safety

3.5.5.7.1 Maintenance operations. Base your rating on

the amount of accident prevention activities executed during maintenance operations, the reporting of hazardous situations, the dissemination of mechanical faults, the attention to the working environment (cleanliness, tools accountability, FOD prevention etc.)

3.5.5.7.2 Safety operations. Base your rating on the

amount of accident prevention activities carried out by the operator, the existence, availability, and distribution of the company’s safety policy. Consider items such as weather briefings, route briefings, passenger briefings which include emergency procedures, adherence to published procedures, weight and balance calculations, respect of published operational limitations, planning alternative routes and emergency situations, updated training on emergency manoeuvres etc. Any problems encountered, like for example inadequate safety briefings should be included in the comments column.

3.5.5.7.3 Safety equipment. Check presence, availability,

operational status, conditions, cleanliness, easy access, operating instructions of safety equipment (seat belts, fire extinguishers, cutting devices, floating devices, passenger emergency instructions cards, GWPS, ELT etc.)

3.5.5.7.4 Aircrew training and flight procedures. Base

your rating on aircrew familiarity with safety manoeuvres and procedures and on their training programme for maintaining such proficiency and for improving their skills and professional knowledge.

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3.5.5.7.5 Safety requirements in flight. Base your rating

on the way flights are conducted in relation to aviation safety and accident prevention. Consider items such as professionalism, respect and application of rules and regulations, general conduct of flight operations, avoidance of dangerous situations, preparedness to face unexpected situations etc.

3.5.5.7.6 Safety requirements on ground. Evaluate

general behaviour of all the vendor’s personnel in relation to ground accidents prevention, such as refuelling procedures, ground support equipment handling, demarcation of safety and dangerous areas, vehicles circulation on apron, smoking around and in aircraft etc.

3.5.5.7.7 Handling of incidents/accidents on ground.

Base your rating on the manner ground incidents and accidents are handled by all the vendor’s personnel, including knowledge of procedures, reporting of events (and hiding of events), actions to minimize effects, corrective actions etc.

3.5.5.7.8 Reporting actions. Evaluate the way the

vendor’s personnel reports any event related to aviation safety, in particular consider willingness to report, timely reporting of official UN reports such as Preliminary Aircraft Occurrence and Hazard Reports, accuracy and completeness of the reports etc.

3.5.5.7.9 Cooperation with the Air Safety Officers or the

UN investigators. Base your rating on items like willingness and availability to working with air safety officers in the investigation of accidents and incidents, on the mannerism in dealing with them in such strained situations, on their willingness to go the extra mile to solve a safety problem and on any other item you might consider relevant to his/her cooperation

3.5.5.7.10 Company’s Aviation Safety Program and policies. Base your evaluation on knowledge that manager, crews etc. have of the companies Safety Program, Upper Management Safety Policy, general knowledge of company safety related issues.

3.5.5.7.11 Company’s Aviation Safety Manual. Is the

company Safety Manual available to crews in the field, if not do they have access to it through other means such as Internet.

3.5.5.7.12 Knowledge and implementation of

company’s procedures for the notification of hazards and occurrences to home office. Does the company have a reporting system in place, are crews and manager aware of it. What procedures are in place by the company for the reporting

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of hazards and occurrences to home office and what follow up or investigations are carried out of the same.

3.5.5.7.13 Companies procedures for new crew

arriving in the mission area. Verify what procedures the company has in place for the familiarization of airports, routes, terrain and son on of new crews arriving in the field.

3.5.5.7.14 Manager’s records of crews. Does the

manager keep accurate records of crews licences, validity of medicals, next training date for things like hazmat/emergency/CRM/instrument and so on.

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3.6 CARRIER’S ASSESSMENT REPORT

3.6.1 General

3.6.1.1 The Carrier’s Assessment Report is used to report to UNHQ Aviation Safety Unit and Transport Section the Carrier’s compliance with the terms of the contract, to record its overall performance and to check the condition of the aircraft chartered by the United Nations for deployment, rotation and/or repatriation of personnel and/or cargo, in accordance with Clause 12.1 and Annex B paragraph 2 of the Aircraft Charter Agreement.

3.6.1.2 This assessment Report is to be used only for evaluating

civilian air operators under Short Term Charter Agreements or provided to the UN on a pro-bono basis. It is not applicable to aircraft/flights provided by Member States or Contributing Countries under Letters of Assist agreements.

3.6.1.3 This report is used at UNHQ to generate a database on the

weaknesses and strongholds of the air operators for future reference


3.6.2.1 The Report should be compiled after completion of each short-term charter agreement for the deployment, rotation, or repatriation of UN personnel and/or cargo. For a series of related aircraft movements (sectors), the inspection of the aircraft is required once only during the first flight. If the aircraft used changes during subsequent sectors of the same charter, an inspection of the new aircraft is to be completed. When the aircraft utilized remains the same for several movements, a minimum check (subsequent to the initial check) verifying the general conditions of the aircraft is to be conducted. One copy of the Troop Rotating Assessment Report and the Carrier Report is to be compiled for each outgoing and incoming leg.

3.6.2.2 This Report should be faxed to the UNHQ Transport Section

(3-8655) and Aviation Safety Unit (3-3881) within one week of its compilation date. The original should be sent by pouch/mail to Logistics Support Division, UNHQ, NY attention Transport Section as soon as possible.


3.6.3.1 The Chief MovCon Officer is responsible for the correct and

timely compilation of the Report and for presenting it to the Releasing Authority as specified below. He/she is assisted by the Mission Aviation Safety Officer (MASO) who is responsible for the compilation of the Aviation Safety parts specified in the report. The signatures of both officers shall appear at the bottom of the standard format under “MOVCON Signature - MASO Signature”.

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Officer present, then the MovCon Officer conducting the inspection will fill in the sections pertaining to MovCon ONLY; all information relating to the Aviation Safety sections will be left blank.

3.6.3.3 The Annexes entitled Troop Rotating Assessment Report are

to be compiled by the Senior Military Officers on board each leg. They are intended to report on the quality of the service provided by the chartered air carrier. The signature of the Senior Military Officer on board should appear at the bottom of the standard format under “Officer’s Name”.

3.6.3.4 The Annexes entitled Carrier Report are to be compiled by

the Aircraft Commander for each leg. They are intended to comment on the passengers transported. His signature should appear at the bottom of the standard format under “Aircraft Commander’s Signature”.


by the Mission DOA/CAO, or person by him delegated, who should also enter any personal comments on the Carrier’s performance. His signature should appear at the bottom of the standard format under “Chief Administrative Officer”.


3.6.4.1 The inspecting officers shall insure that any technical

anomalies highlighted as a result of the inspection are discussed with the English-speaking member of the flight crew in the first instance. The results of those discussions are to be included in the “Comments” section of the format.

3.6.4.2 For a series of related aircraft movements (sectors),

inspection is required to be undertaken only once during the first flight. If the aircraft used changes during subsequent sectors of the same charter, a new check is to be completed. When the aircraft utilized remains the same for several movements, a minimum check (subsequent to the initial inspection) verifying that the aircraft registration number remains the same for each movement, is to be conducted.

3.6.4.3 The inspecting officers shall insure that all answers are

based on the following instructions and requirements:

3.6.4.3.1

3.6.4.3.2

Name of Mission/Report No. – Enter the name of the applicable Peacekeeping Mission, year and progressive number assigned by the mission. (e.g. UNIFIL/98/01 would be the first report from UNIFIL for the year 1998).

Relevant Period – Enter the actual dates during

which the activity took place (e.g. 3-7 May 1998

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or 21 Apr 1998 or 30 Jan-4 Feb 1998 etc).

3.6.4.3.3

3.6.4.3.4

3.6.4.3.5

3.6.4.3.6

3.6.4.3.7

3.6.4.3.8

3.6.4.3.9

3.6.4.3.10

3.6.4.4.1

Country of Destination - Indicate the country of final destination for the contingent to be transported.

Airport Location – Enter the airfield where this

inspection is performed.

Carrier’s Denomination and Nationality – Enter the Air Operator’s full name and nationality (e.g. Egyptair - Egypt or Laudair - Austria).

Service Performed - Indicate contingent involved

and service performed (e.g. INDENG Rotation or FINBAT Repatriation or Cargo from UNTAES to UNMOT, etc).

Aircraft Type - Indicate the type of aircraft

chartered under the contract being reported.

Call Sign – Enter the actual call sign used by the aircraft crew for all flights in support of this contract.

A/C Registration Marks. - Enter the aircraft

registration marks (usually displayed on the fuselage of the aircraft) compare them with those reported in aircraft documents (CofR - CofA - Insurance).

Contract No. - indicate the contract number

as it appears at the top of the contract in your possessio, if received.

3.6.4.4 General Information

Was the aircraft for the exclusive use of the United Nations? The aircraft must be entirely dedicated to the transportation of UN personnel and/or cargo, therefore, passengers and/or cargo extraneous to the UN cannot and must not be transported while under charter to the UN. Any deviations should be documented and reported and specified in the “Comments” section of the format.

3.6.4.4.2

3.6.4.4.3

Were all en-route over flight, landing, handling and airport fees honoured by the carrier? All expenses and fees must be taken care of by the carrier. If the UN due to delay or deviation caused by the carrier incurred additional costs, specify them in the “Comments” section of the format and include a list of such expenses with the correspondent amounts.

Were all appropriate diplomatic clearances

obtained by the carrier before scheduled

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departure dates? The carrier is responsible for obtaining before hand all needed clearances. If problems were encountered, proper clearances not received, clearances obtained by UN and not the carrier or other similar problems encountered please specify them in the “Comments” section of the format.

3.6.4.4.4

3.6.4.4.5

3.6.4.4.6

3.6.4.4.7

3.6.4.4.8

3.6.5.1.1

Was the aircraft on time? Enter yes if aircraft arrived within 20 minutes of scheduled time. Otherwise, enter delay time in hours and minutes (e.g. 40 min. or 1 hr 20 min etc). Specify delay reasons in the “Comments” section of the format.

Were contractual baggage and cargo

requirements met? All baggage and cargo requirements in weight and volume, as specified in the data provided by UNHQ MCU, must be met. If any amount of baggage and cargo was left behind, indicate the shortfall in kilograms and in volume. Also, specify if cabin overhead lockers and space under the seats had to be used in order to accommodate baggage and/or cargo. (These spaces are normally dedicated for hand luggage only.) Luggage and/or cargo is not allowed on passenger seats, toilets, aisles etc.

If technical stops were performed, were

passengers allowed to leave the aircraft? Passengers should be allowed to leave the aircraft during stops longer than one hour.

If flights suffered a delay caused by the carrier

longer than 12 hours, were passengers provided accommodations and meals at no cost to the UN? The Contract requires that the carrier provide accommodations and meals at no cost to the UN if a delay of more than 12 hours caused by the carrier occurs.

If flights were delayed more than 24 hours for

technical reasons was a replacement aircraft provided? The Contract requires that the carrier provides a replacement aircraft if the flight was delayed more than 24 hours for technical reasons. If yes, after how many hours in excess of 24 hours? Enter the number of hours after 24 from original ETD before replacement aircraft was ready for boarding.

NOTE: If delays described at points 20-24 were experienced, if possible, obtain technical reasons for such delays. If information for answers 20-21 is not available at the time of compilation enter N/A.

3.6.5 Carrier Evaluation

3.6.5.1 Documentation

On inspection if any doubt exists, in relation to documentation, if possible, obtain a

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photocopy of the certificate and forward it with the completed Assessment Report, to UNHQ. If photocopies not available please take down all the details of the document in question and specify the encountered problem or doubt in de “Comments” section of the format.

3.6.5.1.2

3.6.5.1.2.1

3.6.5.1.2.2

3.6.5.1.2.3

3.6.5.1.2.4

3.6.5.1.2.5

3.6.5.1.3

3.6.5.1.3.1

3.6.5.1.3.2

3.6.5.1.3.3

3.6.5.1.3.4

Air Operator Certificate. Are the Air Operating Certificate and Operating Provisions available for inspection in the aircraft? In particular, the Air Operating Certificate should provide the following detail:

Operators identification (Name and

address);

Date of issue and period of validity (has the certificate expired);

Description of the types of operations

authorized (is the aircraft authorized for passenger, passenger/cargo, or cargo only type operations);

The type(s) of aircraft authorized for use

(confirm that the aircraft provided is authorized to complete the required tasking); and

The authorized areas of operation or

routes.

Certificate of Registration (C of R). Verify the following:

Is the C of R carried on board at all times?

Confirm registration marks on aircraft

coincide with those indicated in the C of R and in the identification plate affixed inside the Aircraft;

Confirm name of owner agrees with name


Confirm that the name of the operator


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3.6.5.1.3.5

3.6.5.1.4

3.6.5.1.4.1

3.6.5.1.4.2

3.6.5.1.4.3

3.6.5.1.4.4

3.6.5.1.4.5

3.6.5.1.5

3.6.5.1.5.1

3.6.5.1.5.2

Confirm number of certificate, date of issue and expiration date (if applicable).

Certificate of Airworthiness (C of A). Check

the Certificate of Airworthiness to confirm the following:

Does the aircraft possess a C of A issued by the NAA of the country of registration? Is it carried on board at all times?

Is the expiry date on the C of A beyond the


Verify that the registration number of the


Confirm that the category of aircraft


Confirm that the name of the operator


Insurance Certificate. Ensure that the

Insurance Certificate actually applies to the aircraft provided. In particular:

Comprehensive third-party liability

insurance, including passenger legal liability, sufficient to cover all persons authorized by the UN to use the Aircraft, and protecting the UN and the Carrier against claims for bodily injury or death and property damage up to a combined minimum of US $20 million per occurrence. Notwithstanding the generality of the foregoing, such insurance shall be sufficient to cover, at a minimum, passenger liability for death or bodily injury up to $75,000 per passenger, as provided in paragraph 4 of the United Nations General Conditions for Aircraft Charter Agreement set forth in Annex B;

Basic war risk insurance, including

hijacking and confiscation;

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3.6.5.1.5.3

3.6.5.1.5.4

3.6.5.1.5.5

3.6.5.1.6

3.6.5.1.6.1

3.6.5.1.6.2

3.6.5.1.6.3

3.6.5.2.1

3.6.5.2.2

Full hull insurance, including all risk, both in flight and not in flight;

Workmen’s compensation insurance.

The insurance policies shall:

(i) Name the UN as additional insured; (ii) Provide territorial limits as “worldwide”; (iii) Under “conditions”, shall provide “All and every use incidental to the UN’s operations”; (iv) Include a waiver of subrogation of the Carrier’s rights to the insurance carrier against the UN; (v) Provide that the UN shall receive written notice from the insurers prior to any cancellation or change of coverage; (vi) Specify the registration number of each Aircraft covered and the amount of third party liability coverage.

Crew Licences. Check the Crew Licences to

verify the following:

Are the flight and cabin crew Licences (including medical) current?

Are the flight and cabin crew Licences

endorsed for this type of aircraft?

Do the Licences carry endorsement from the national aviation authority of the country of registration for the aircraft provided?

3.6.5.2 Technical Condition Of The Aircraft

Verify that the Technical Log Book is current for

this aircraft. Compare the list of defects to the Minimum Equipment List to ensure aircraft repair programme is being regularly updated. If these documents are in a language other than English and therefore cannot be verified, please specify so in the “Comments” section of the report.

Verify that the equipment as

84


listed in the company’s Minimum Equipment List is provided. Provide details of any item not available in accordance with MEL. If these documents are in a language other than English and therefore ca not be verified, please specify so in the “Comments” section of the report.

3.6.5.2.3

3.6.5.2.4

3.6.5.3.1

3.6.5.3.2

3.6.5.3.3

Verify that the aircraft is fully equipped with Emergency and Survival Equipment sufficient for the number of passengers to be transported, and list any items that either are not provided, or that are less than sufficient for the number of passengers to be carried. Particularly, confirm that there are sufficient life jackets on board to accommodate the number of passengers being transported. Obtain the assistance of the Chief Cabin Attendant to check the list of such equipment.

What is the External Appearance and Condition of the aircraft? This inspection should include checking for fuel and/or oil leaks; verifying the condition of the tyres; checking for damage to the fuselage, wings, etc such as cracks, dents, etc; presence of corrosion; or identification of any other defects.

3.6.5.3 Flight & Cabin Crew

Does the flight crew contain at least one pilot who

is fully fluent in technical aviation English language, in accordance with paragraph 7.2 of the Air Charter Agreement?

Do the flight and cabin crew appear to be

Medically Fit and Trained to perform their duties under the Air Charter Agreement (Paragraph 7.2 refers)?

Verify that the minimum Number of Cabin

Attendants required for this type of aircraft, based on number of emergency exits, seating capacity or the actual number of passengers to be carried, are provided in order to effect a safe and expeditious evacuation of the aircraft in an emergency evacuation situation.

3.6.6 Carrier’s Performance Evaluation

3.6.6.2 The rating which is closest to the air operator’s performance

should be entered in the appropriate column. The following guidelines should be used when rating: A: Outstanding (indicating that the operator is considered highly professional in all areas); B: Very Good (when considered highly professional in most areas); C: Satisfactory (indicates the operator meets basic requirements); D: Unsatisfactory (in general the operator’s compliance/performance is below requirements). If D is entered a full explanation must be attached with the report.

3.6.6.2 Aircraft

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3.6.6.2.1

3.6.6.2.2

3.6.6.2.3

3.6.6.3.1

3.6.6.3.2

3.6.6.3.3

3.6.6.3.4

3.6.6.4.1

3.6.6.4.2

Was the aircraft provided fit for the purpose? Base your rating on the general fitness of offered aircraft to perform the contracted service. Consider items like the way passengers are accommodated and baggage/cargo is stored, old, dirty, run down equipment as opposed to new, clean, well-kept etc.

Was the aircraft properly equipped and

maintained? Verify that the aircraft is properly equipped with navigational and technical equipment required for the kind of flight to be performed or as specified by the contract and that it appears to be appropriately maintained in accordance with accepted standards.

Safety Instructions. Are there sufficient aircraft

information and safety cards on board to accommodate the number of passengers being transported? Are they printed in English? If not, is the symbolism clear enough to be universally understood?

3.6.6.3 Aircrew

Aircrew Attire - Do the crew appear to be

appropriately attired, medically fit, and trained to perform their duties under the Air Charter Agreement (Paragraph 7.2 refers)?

Competent - Base your rating on the

effectiveness of aircrew’s actions in relation to their duties and on the theoretical and practical knowledge of their work.

Willing to Cooperate - Base your rating on items

such as: mannerism dealing with UN personnel and any other item you may consider relevant to the aircrew’s cooperation.

Professionalism - Consider general behaviour in

respect to application of rules and regulation, general conduct of flight operations etc.

3.6.6.4 Catering

Sufficient and adequate for flight duration?

Inquire with the chief attendant how many meals are going to be (or were) served during the flight, what kind (snacks, cold meals, hot meals, etc) base your rating on this information in relation to flight duration and period of execution (day or night flights etc)

Considered Ethnic/Religious requirement?

Rate how well ethnic and religious requirements have been considered in the preparation and service of catering.

3.6.6.5 Local Agent

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3.6.6.5.1

3.6.6.5.2

3.6.6.6.1

3.6.6.6.1.1

3.6.6.6.1.2

3.6.6.6.1.3

Willing to cooperate - Base your rating on items like initiative, mannerism in dealing with UN personnel and willingness to go to the extra mile.

Competent - Base your rating on items like

effective and rapid execution of tasks, knowledge of rules and regulations, prompt and safe implementation and any other item you might consider relevant to his/her competence and professionalism.

3.6.6.6 Cabin Assessment

Verify the appearance and/or condition of the

following aircraft facilities:

Cleanliness. Is the aircraft clean internally, sufficient to accommodate passenger travelling in comfort. Specifically:

(i) Is the passenger cabin area clean and tidy? (ii) Are the toilet facilities clean and in a

serviceable state? (iii) Is the passenger cabin area free from any

offending or nauseous odour? (iv) Are passenger seats clean and fresh (to a

standard equivalent to that found in other civilian passenger aircraft)?

Seats/Seat-belts. The following are

requirements applicable to seats:

(i) Are there sufficient seats to accommodate all embarking passengers?

(ii) Are those seats correctly serviced and do they

have adequate seat belts fitted? (iii) Are the seats functional (are they adjustable to

accommodate passenger comfort requirements) and do the seat belts function correctly?

Baggage Stowage. Does the aircraft

provide sufficient, safe and secure storage for the quantity of cabin baggage to be transported? Evaluate not only overhead compartments but also any other cabin storage space provided.

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3.6.6.6.1.4

3.6.6.6.1.5

3.6.6.6.1.6

3.6.6.6.1.7

3.6.6.6.1.8

Passengers Address System. Is the internal PA system on board the aircraft functional and serviceable? Are the announcements intelligible?

Overhead lockers. Are they serviceable,

and do the latches or securing device/s function correctly.

Lights. Does the internal lighting function correctly; is the internal safety lighting (including exit locator lighting) sufficient and operating correctly; and do the personal reading lights function correctly?

Air Conditioning. Does the aircraft

passenger cabin air conditioning function in an acceptable manner? Check the status of filtering systems (latest replacement in the maintenance log book, etc.) Inquire on the fresh air-mixing ratio (ratio between recycled internal air and fresh air admission in the system).

Toilets. Are the toilets on board in proper

working order? Are they provided with reasonable amount of toiletries and paper towels?

3.6.7 Troop Rotating Assessment Report

3.6.7.1 The aim of the following form is to gather information on

the carrier operating this flight to allow UNHQ to provide better services to UN troops during their journeys. MASO should therefore request that the Senior Officer in charge of the troops answers the provided format with objectivity and fairness. MASO should inform the lead officers that the completion of the form is considered a requirement, he/she should also instruct the Officer on how to complete the format as per instructions provided below. If required the MASO should provide the Officer with a copy of the instructions.

3.6.7.2 The Senior Officer in an outgoing leg should be instructed

to complete one of the forms and hand it over, together with a blank form, to the Senior Officer of the incoming leg.

3.6.7.3 The Senior Officer in an incoming leg should be

instructed to complete the blank form and, upon arrival to the mission, hand it over, together with the other report received, to the Aviation Safety or Movcon Officers at the airport.

3.6.7.4 The Senior Officer in Charge should be instructed to enter

in the middle column the rating (as per rating table below) that better describes his/her assessment of the contractor’s performance. They should also be instructed to enter in the right column any further

88


comments they might have.

3.6.7.5 The Officer should take into account the following guidelines when rating: A: Outstanding (indicating that the operator is considered highly professional in all areas); B: Very Good (when considered highly professional in most areas); C: Satisfactory (indicates the operator meets basic requirements); D: Unsatisfactory (in general the operator’s compliance/performance is below requirements). If D is entered a full explanation must be included in the “Comments” section of the report.

3.6.7.6 Aircraft

3.6.7.6.1 Clean - Rate cleanliness appearance

3.6.7.6.2 Comfortable - Rate comfort of all seats

3.6.7.6.3 Space for legs - Rate legroom available,

especially in case of night flights

3.6.7.6.4 Space for carry on luggage - In your rating, consider if all the allowed carry on luggage was properly stored.

Note: Carry-on luggage over and above contractual entitlements must not be considered when rating this item

3.6.7.6.5 Inside temperature comfortable - Rate temperature comfort (cabin too cold or too warm) and crew’s response to requests on temperature adjustments

3.6.7.7 Cabin Crew Members

3.6.7.7.1 Courteous & Helpful - Rate courtesy

demonstrated by all cabin crewmembers during all the flights. Do not base your judgement on a single episode, positive or negative. Remember you can always report single episodes in the comments.

3.6.7.7.2 Responsive - Rate how quickly, promptly and

completely the cabin crew responded to requests and/or contingency situations.

3.6.7.8 Catering

3.6.7.8.1 Quantity - Rate quantity satisfaction of all meals

provided

3.6.7.8.2 Quality - Rate quality of all meals provided

3.6.7.8.3 Respect religious/ethnic requirements - Evaluate how much religious and/or ethnic

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requirements have been considered.

3.6.7.8.4 Overall contractor’s performance - Using the ratings indicated in the previous page, express your opinion on the contractor’s overall performance during this flight.

3.6.7.9 Contingent

3.6.7.9.1 Senior Officer should evaluate how well (or badly)

the contingent performed during this deployment/rotation/repatriation.

3.6.7.9.2 Authorized baggage allowance. Specify if all the

troops remained within the allowed baggage weight if not indicate approximate amount of excess personal and baggage.

3.6.7.9.3 Crew instructions. Rate general behaviour of

troops in following crew instructions. NOTE: Senior Officer should be reminded that the carrier will be requested to comment on his/her troop’s behaviour.

3.6.8 Carrier Report

3.6.8.1 The MASO should inform the Captain of the flight that the aim of this form is to provide a means for the Air Operator to comment on the passengers transported in this flight under contract to the UN and on the contract at large. MASO should then ask the Aircraft Commander to answer the questions below with objectivity and fairness. When completed, this form could either be handed to the UN Mission Aviation Safety Officer or MovCon Officer, or faxed directly to the attention of Aviation Safety Unit, Logistics Support Division, DPKO United Nations New York Headquarters - USA Fax (212) 963-3881.

3.6.8.2 Aircraft Commander should be informed that this report is

voluntary and is not a contractual requirement. Upon acceptance of the task, the MASO should instruct the Captain on how to complete the format as per instructions provided below. If required the MASO should provide the Captain with a copy of the instructions.

3.6.8.3 Captain should be instructed to circle the appropriate

answer in the middle column and enter comments in the left column.

3.6.8.4 Captain should indicate if the troops were ready to board upon your arrival

3.6.8.5 Captain should indicate if there was any delay caused by

the UN other than late arrival of troops for boarding as indicated in point 69 above (if applicable)?

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3.6.8.6 Captain should report if any UN or Military Contingent

personnel requested to board additional passengers other than those specified in the contract. Please give specific details if possible (number of extra passengers, nationality, reasons given and by whom, identity of person(s) making the request etc.)

3.6.8.7 Captain should report if any UN or Military Contingent

personnel requested to load additional cargo in excess of the amount specified in the contract. Please give specific details if possible (amount and type of extra cargo, reasons given and by whom, identity of person(s) making the request etc.)

3.6.8.8 Captain should report if there was any drinking episode

during the flight and associated problems such as excessive friendship with cabin crew, damage to interior of aircraft, etc.

3.6.8.9 Captain should report if there was any smoking problem

during the flight

3.6.8.10 Captain should be asked to describe the general behaviour of the transported Troops during all phases of this flight by circling one of the statements in the format. The following guidelines should be used A: Outstanding (indicating that the operator is considered highly professional in all areas); B: Very good (when considered highly professional in most areas); C: Satisfactory (indicates the operator meets basic requirements); D: Unsatisfactory (in general the operator’s compliance/performance is below requirements). If D is entered a full explanation must be included in the “Comments” section of the format.

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3.7 LOA MILITARY AIRCRAFT INSPECTION

3.7.1

3.7.2

3.7.3

3.7.4

General

3.7.1.1 The LOA Inspection Report is used to report to UNHQ Aviation Safety Unit and Transport Section the condition of the aircraft during initial deployment of aircraft and/or helicopters, and whenever an aircraft / aircrew is replaced, in order to verify compliance with the terms of the LOA.

3.7.1.2 This inspection report is applicable to United Nations LOA

ONLY and is not to be applied to Long Term Charter agreements with commercial operators, the inspection of which is addressed in Section 4 above.

Timing of Report

3.7.2.1 At the beginning of each and every LOA, one individual

Report should be filled for each and every aircraft. The Report should be repeated for any new machine, every time a replacement aircraft is deployed during an existing LOA.


(3-8655) and Aviation Safety Unit (3-3881), within one week of its compilation date. The original should be sent by pouch/mail to Logistics Support Division, UNHQ, NY attention Aviation Safety Unit as soon as possible.

Compilation Responsibilities


correct and timely compilation of the Report and for presenting it to the Releasing Authority as specified below. Mission air operations officer(s) should assist him/her in the conduct of the inspection, provided that they are qualified pilots or aeronautical mechanics/engineers, however the final compilation responsibility rests with the Mission Aviation Safety Officer. His/her signature should appear at the bottom of the standard format under “Inspected by”.


by the Mission DOA/CAO, or person by him delegated. His/her signature should appear at the bottom of the standard format under “Approved by”.

Instructions for Compilation

3.7.4.1 Use the same format and compilation instructions as for the

Aircraft Inspection Report with modifications as necessary to address specifics items/issues proper of aircraft under LOA.

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3.7.4.2 Refer to paragraph 3.4.4 Instructions for Compilation for the

Aircraft Inspection Report.

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3.8 LOA MILITARY AIRCRAFT PERFORMANCE EVALUATION

3.8.1 General

3.8.1.1 The LOA Military Aircraft Semi-Annual Performance

Evaluation is used to report to UNHQ Aviation Safety Unit and Transport Section the level of compliance with the LOA terms and conditions by military aircraft chartered by the United Nations under Letters of Assist.


3.8.2.1 The Report should be compiled on a biannual basis (twice a

year), starting from the effective initiation of the LOA service at the Mission. In normal circumstances, a one-year LOA will receive two “Assessment” portions of the “LOA Military Aircraft Performance Evaluation”. Adjustments can de done to accommodate slight differences in LOA duration so that an objective and thorough evaluation can be performed.


3.8.3.1 The Chief Aviation Officer (CAVO) is responsible for the

correct and timely compilation of the Report and for presenting it to the Releasing Authority as specified below. CAVO is assisted by the Mission Aviation Safety Officer (MASO) who is responsible for the compilation of the Aviation Safety parts specified in the report. CAVO and MASO should obtain the assistance from all other Mission functions that interact in any way with the air operator for collecting relevant information germane to the compilation of the Report. The signatures of both officers shall appear at the bottom of the standard format under “CAVO’s Signature - MASO’s Signature”.


by the Mission DOA/CAO, or person by him delegated, who should also enter any personal comments on the military unit’s performance. His signature should appear at the bottom of the standard format under “Chief Administrative Officer”.


Use the format and compilation instructions as described in Chapter 5 of the Air Operations Manual.

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3.9 FREIGHT FORWARDING COMPLIANCE REPORT

3.9.1 General

3.9.1.1 The Freight Forwarding Compliance Report is used to report

to UNHQ Aviation Safety Unit and Transport Section the Carrier’s compliance with the terms of the contract, to record its overall performance and to check the condition of the aircraft chartered by the United Nations for the transportation of cargo.

3.9.1.2 This assessment Report is to be used only for evaluating

civilian air operators under Freight Forwarding Agreements. It is not applicable to aircraft/flights provided by Member States or Contributing Countries under Letters of Assist agreements.

3.9.1.3 This report is used at UNHQ to generate a database on the

weaknesses and strongholds of the air operators for future reference


3.9.2.1 The Report should be compiled after completion of each Freight Forwarding movement of cargo. For a series of related aircraft movements (sectors), the inspection of the aircraft is required once only during the first flight. If the aircraft used changes during subsequent sectors of the same charter, an inspection of the new aircraft is to be completed. When the aircraft utilized remains the same for several movements, a minimum check (subsequent to the initial check) verifying the general conditions of the aircraft is to be conducted. One copy of the Carrier Report is to be compiled for each outgoing and incoming leg.

3.9.2.2 This Report should be faxed to the UNHQ Transport Section

(3-8655) and Aviation Safety Unit (3-3881) within one week of its compilation date. The original should be sent by pouch/mail to Logistics Support Division, UNHQ, NY attention Transport Section as soon as possible.


3.9.3.1 The Chief MovCon Officer is responsible for the correct and

timely compilation of the Report and for presenting it to the Releasing Authority as specified below. He/she is assisted by the Mission Aviation Safety Officer (MASO) who is responsible for the compilation of the Aviation Safety parts specified in the report. The signatures of both officers shall appear at the bottom of the standard format under “MOVCON Signature - MASO Signature”.


Officer present, then the MovCon Officer conducting the

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inspection will fill in the sections pertaining to MovCon ONLY; all information relating to the Aviation Safety sections will be left blank.

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4. INVESTIGATIONS AND BOARDS OF INQUIRY

4.1 INVESTIGATION OF AIRCRAFT ACCIDENTS

4.1.1 General

4.1.1.1 In the event of an aircraft accident, UN will carry out an Aviation Safety Technical Investigation (ASTI) and conduct a Board Of Inquiry (BOI), which are internal procedures of the United Nations. All aircraft accidents must be investigated thoroughly, regardless of how obvious the cause(s) may be, so that all and any contributing cause(s) may be determined and remedial action taken to prevent further occurrences. Accident investigations should be conducted as professionally and as accurately as possible to objectively establish the reason(s) for the accident. This Part sets out the procedures for the carrying out of the ASTI into accidents involving any aircraft in the service of the UN. Chapter 16 of the Field Administration Manual sets out the procedures for the BOI.

4.1.1.2 In general, civilian aircraft accidents are investigated by the

responsible investigative authority of the State of Occurrence, who has the duty to conduct an investigation and to report the results to the international community, in accordance with the SARPs outlined in ICAO Annex 13 to the Convention on International Civil Aviation. Annex 13 spells out in detail the duties and rights of the different parties involved in an accident. If no other arrangements are in force, the UN will be represented in this investigation as an accredited representative representing the hirer of the aircraft. The intention to be represented by an accredited representative shall be filed by the Mission concerned in the accident to the responsible investigative authority of the State of Occurrence. The designated representative will be the Aircraft Accident Investigator appointed by Director LSD to conduct the ASTI (See paragraph 4.2.3.1 below). Attached at Annex “G” is a facsimile of letter of request to the appropriate investigative authority.

4.1.1.3 Certain exceptions in ICAO Annex 13 regulate the

investigation if the accident happened over the high seas or in the territory of a State which is not a member of ICAO. In those cases, the authorities of the State of Registry have the authority to investigate the accident. They will have the duty to conduct the investigation and to report the results to the international community, in accordance with the SARPs outlined in ICAO Annex 13 to the Convention on International Civil Aviation. As in the case described in paragraph 2 above, the UN will be represented in this investigation as an accredited representative representing the hirer of the aircraft. The intention to be represented by an accredited representative shall be filed by the Mission concerned in the accident to the responsible investigative authority of the State of Registry. The designated representative will be the Aircraft Accident Investigator appointed by Director LSD to conduct the ASTI (See paragraph 4.2.3.1 below). Attached at Annex “G” is a facsimile of letter of request to the appropriate

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investigative authority.

4.1.1.4 In case the State of Occurrence declines its rights to investigate the accident, normally, the primary responsibility for investigating the accident falls under the State of Registry.

4.1.1.5 Several States do not have the facilities to conduct civilian

aircraft investigations. ICAO Annex 13 permits such States to delegate the authority to investigate an accident to other Organizations. In planning Peacekeeping Missions into such States, this instance should be taken into account and arrangements made to have delegated to the UN the authority to investigate accidents to UN aircraft. If this were to be the case, the UN will act as the State of Occurrence and will have all the rights and obligations for the conduct of an accident investigation listed in ICAO Annex 13.

4.1.1.6 All accidents involving military aircraft are normally

investigated by the Investigating Authority of the State of Occurrence in conjunction with the relevant investigating authorities of the Government of the State to which the military aircraft belongs. The UN will be represented in this investigation as an accredited representative representing the hirer of the aircraft. The intention to be represented by an accredited representative shall be filed by the Mission concerned in the accident to the responsible investigative authority of the State of Occurrence and to the Government of the State to which the military aircraft belongs. The designated representative will be the Aircraft Accident Investigator appointed by Director LSD to conduct the ASTI (See paragraph 4.2.3.1 below). Attached at Annex “G” is a facsimile of letter of request to the appropriate investigative authority.

4.1.1.7 The investigating authority in the investigation of a military

cum civil aircraft accident is the State of Occurrence, in cooperation and coordination with the Government of the state to which the military aircraft belongs. Same provisions, described at paragraph 4.1.1.2 and 4.1.1.3 (if applicable) above, apply.

4.1.1.8 The pertinent manuals of ICAO and the UN Aircraft

Accident Investigation Handbook detail the conduct of an accident investigation.

4.1.1.9 All information pertaining to the investigation of an

accident must be handled as UN Confidential until all investigations are concluded and decision has been taken on the release of information related to the accident.

4.1.2 Definition

4.1.2.1 ICAO Annex 13 defines an investigation into any aircraft

accident as follows:

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“A process conducted for the purpose of accident prevention,

which includes the gathering and analysis of information, the drawing of conclusions, including the determination of cause(s) and, when appropriate, the making of safety recommendations.”

4.1.3 UN Aviation Safety Technical Investigation

4.1.3.1 The United Nations will always conduct an Aviation Safety

Technical Investigation (ASTI) whenever an accident occurs to any aircraft, civilian or military, while in service to the UN under contract, charter agreement, Letter of Assist, Memorandum of Agreement or Understanding, Pro-Bono or any other form of relation. Depending on the complexity of the investigation, one or more ASTI Interim Reports may be prepared during the execution of the ASTI. The final ASTI Report will be available to the Mission BOI as a principal internal source of information.

4.1.4 Purpose of ASTI

4.1.4.1 The purpose of an aircraft accident technical investigation

is to determine all the factors, human and material, which have directly or indirectly contributed to the accident for the purpose of accident prevention. It is also conducted to provide the BOI with principal internal source of information on the causes of the accident. After the conclusion of the ASTI and subsequent to release authorisation from the USG DPKO, information related to the accident gathered by the ASTI can be used by pilots, supervisors, managers and staff to eliminate or reduce the casual factors and thus prevent recurrence of similar accidents. Each investigation adds to the overall UN accident experience, providing a wealth of information from which guides can be drawn for corrective action. The proper use of accident experience results in the elimination or reduction of accident potentials. The accuracy and thoroughness of the investigation determines the adequacy of the ultimate action taken to remove or eliminate factors that cause or contribute to accidents.

4.1.5 Scope

4.1.5.1 Each aircraft accident will be investigated to the degree

necessary to determine the pertinent facts and related circumstances and to formulate practical recommendations for preventing recurrence of similar events. Fortuitous circumstances occasionally provide intervening factors that allow potentially catastrophic events to end up into the minor accident or incident damage category. Investigations often encompass phases of aircraft operations, maintenance, weather, medical and airfield facilities, the scope of which may be beyond the capacity of any one individual.

4.1.6 Board of Inquiry

4.1.6.1 A Board of Inquiry will be convened in the

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Mission affected by the accident. The BOI should be conducted in accordance with the procedures in chapter 16 of the Draft Field Administration Manual. The convening order for the BOI should include Terms of Reference for the BOI. DPKO will provide guidance on the development of the convening order and the TORs. In the event of conflict with chapter 16, the provisions of the convening order should prevail.

4.1.7 Confidentiality

4.1.7.1 UN ASTI and BOI are internal investigations and should be

treated as confidential until otherwise decided by UNHQ. The release of any information contained in the ASTI or the BOI has to be authorised by UNHQ, Department of Peacekeeping Operations in consultation with the Office of Legal Affairs.

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4.2 AVIATION SAFETY TECHNICAL INVESTIGATION

4.2.1 Circumstances

4.2.1.1 An Aviation Safety Technical Investigation (ASTI), conducted in accordance with ICAO Standards and Recommended Practices (SARPs), must be initiated in the event of any accident involving aircraft.

4.2.1.2 It is therefore important that Mission Aviation Safety

Officers immediately inform the Chief, UNHQ Aviation Safety Unit, in the event of any such accident.

4.2.2 Authority

4.2.2.1 The appointing authority for the Aviation Safety Technical

Investigation is as follows:

4.2.2.1.1 The Director Logistics Support Division, UNHQ or, in his absence, the Officer-in-Charge Logistics Support Division, UNHQ.

4.2.2.1.2 Any person acting for the time being in place of

such officials as are specified in sub-paragraph 4.2.2.1.1

4.2.3 Composition

4.2.3.1 Following recommendations from the Chief, UNHQ Aviation Safety Unit the appointing authority shall name a suitably qualified Aircraft Accident Investigator to conduct the ASTI. Depending on the complexity of the investigation or on other circumstances, the appointing authority, on its own initiative or following a specific recommendation from the Chief Aviation Safety Unit, might appoint additional accident investigators (aircrew, engineering) or request external expert advise/support from ICAO, national authorities or other independent sources. (On this subject, refer also to Paragraph 4.2.6.)

4.2.3.2 The Mission concerned will provide the Aircraft Accident

Investigator with all the support (Secretarial, EDP, Communications, Transportation, Logging, etc.) needed for the successful completion of the Aviation Safety Technical Investigation.

4.2.4 Responsibilities

4.2.4.1 The designated Aircraft Accident Investigator is responsible

for the conduct of the Aviation Safety Technical Investigation, in accordance with ICAO published accident investigation rules and procedures and with United Nations procedures for the compilation of the ASTI Report. He will report directly to the Chief Aviation Safety Unit, UNHQ. Once the Mission BOI related to the investigated accident is established, the

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Aircraft Accident Investigator will also serve as technical advisor to the BOI Chairman, as specified in the following paragraph 4.3.3.4.

4.2.4.2 The additional Aircrew Investigator (if any) is responsible for

assisting the Aircraft Accident Investigator in obtaining statements from aircrew and other relevant witnesses and securing photographic evidence. In addition, the additional Aircrew Investigator is responsible for:

4.2.4.2.1 Recording the position of all cockpit instruments,

controls, switches and aircraft configuration.

4.2.4.2.2 Preparing the wreckage diagram.

4.2.4.2.3 Assisting the Specialist Engineering Member to identify and tag wreckage debris.

4.2.4.2.4 Obtaining aircrew flight records.

4.2.4.2.5 Obtaining aircraft clearances, briefing forms etc.

4.2.4.2.6 Obtaining recordings and transcripts from

appropriate air traffic control agencies.

4.2.4.2.7 Investigating operating procedures for adequacy and relevancy to the accident.

4.2.4.2.8 Obtaining weather forecasts and actual weather

report at time of accident.

4.2.4.2.9 Determining adequacy of crash response and rescue activities, and

4.2.4.2.10 Assisting in the proof-reading, editing and

compiling of the ASTI.

4.2.4.3 If an additional Aircrew Investigator is not appointed, the tasks described in paragraph 7 will be discharged by the Aircraft Accident Investigator or by other persons designated by him.

4.2.4.4 The additional Engineering Investigator (if any) is

responsible for obtaining local technical assistance to aid in the engineering investigation, if required. In addition, the additional Engineering Investigator is required to:

4.2.4.4.1 Impound aircraft and engine records and

documents.

4.2.4.4.2 Assist the Aircraft Accident Investigator to determine photographic requirements for the

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technical investigation.

4.2.4.4.3 Assist the additional Aircrew Investigator in the recording position of switches, gauges and levers.

4.2.4.4.4 Supervise identification and tagging of parts, the

removal of which shall be only after such removal has been authorised by the Aircraft Accident Investigator.

4.2.4.4.5 Ensure that hydraulic, fuel, oil, lubricant and

oxygen samples are taken. Protect them from contamination and identify samples.

4.2.4.4.6 Investigate and analyse the structural integrity

and functioning of the airframe, flight controls, landing gear, engine, fuel system, electrical system/components, propellers, previous history of incidents and unserviceabilities and other facts pertaining to the engineering aspects of the aircraft.

4.2.4.4.7 Investigate and analyse factors involving

emergency escape systems.

4.2.4.4.8 Ensure that tear down of parts is conducted and recorded properly, if carried out locally.

4.2.4.4.9 Ensure that parts to be sent out for further

investigation at laboratories are prepared properly.

4.2.4.4.10 Immediately advise the Aircraft Accident Investigator when it is considered necessary to obtain technical assistance from other agencies, and

4.2.4.4.11 Assist in the proof reading, editing and

compiling of the ASTI.

4.2.4.5 If an additional Engineering Investigator is not available, the tasks described in paragraph 9 will be discharged by the Aircraft Accident Investigator or by other person designated by him.

4.2.5 Execution

4.2.5.1 Many actions and events take place following the

occurrence of an accident prior to the initiation of formal investigative procedures. Since the Aircraft Accident Investigator is often not amongst those who first respond to a crash alert, it is important that he learns what actions have taken place prior to his arrival, who was responsible for them and what facts were discovered, so that he can effectively organise the investigation. The Chief Administrative Officer and the Mission Aviation Safety Officer are normally the best sources for a detailed

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account of actions taken. Any preliminary eyewitness statements or list of possible witnesses should also be made available to the Aircraft Accident Investigator at this time, together with all material evidence. Prior to the arrival of the designated Aircraft Accident Investigator, the Mission (normally through the Mission Aviation Safety Officer) should action the items contained on the checklist given in Annex "F”.

4.2.5.2 An investigation must be thorough and should be carried

out promptly so that remedial action can be initiated as quickly as possible. To avoid wastage of time and effort, the Aircraft Accident Investigator should decide on a plan of action before starting the investigation. No two accidents are exactly the same and consequently no two investigations will follow the same course of action. However, the following suggested plan of action may be used as a guide.

CAUTION: THIS GUIDE IS NOT INTENDED AS A SUBSTITUTE FOR THE FULL PROCEDURES FOR CONDUCTING A FIELD AIRCRAFT ACCIDENT INVESTIGATION, WHICH ARE CONTAINED IN RELEVANT ICAO AND UN INSTRUCTIONS.

4.2.5.2.1 Check with the Mission Aviation Safety Officer on the arrangements made for conducting the investigation and how much preliminary work has already been carried out. (Mission implementation of Annex “F”)

4.2.5.2.2 Obtain a briefing from the CAO or the Chief Air

Operations on the circumstances of the accident.

4.2.5.2.3 Visit the scene of the accident to conduct a preliminary survey, accompanied, if possible, by an engineering officer who has previously viewed the wreckage and a photographer. Study the surrounding countryside, where this has a bearing on the accident and mark the position of the wreckage on a large-scale map. If possible, determine which part of the aircraft struck first, its heading, speed and attitude at the moment of impact. The positions of flying controls, cockpit controls and switches and any loose articles should also be noted, as well as any other technical data that may have a bearing on the case.

4.2.5.2.4 If the crash site is off the airfield, it may be

opportune, at this time, to interview local eyewitnesses. The local police may have a list of other eyewitnesses not known to the Mission.

4.2.5.2.5 Inform the Head of Mission and the CAO, on

initial findings and on envisaged plan of action for the conduct of the technical investigation.

4.2.5.2.6 Based on knowledge obtained so far, decide

whether any additional specialist members are considered necessary to assist in the investigation. In which

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case, inform the Chief Aviation Safety Unit, LSD as soon as possible for discussion, advise, agreement on the additional requirements.

4.2.5.2.7 Study the contents of folders of all aircrew

involved, and examine in particular individual flying accident records.

4.2.5.2.8 Make a list of witnesses and inform them of when they are likely to be interviewed. To avoid keeping witnesses waiting for long periods a procedure should be devised so that they can be called from their normal duties at short notice.

4.2.5.2.9 If appropriate, collect circumstantial evidence,

specialist opinions, results of ground and flight tests, etc.

4.2.5.2.10 Review the material and written evidence and ensure that all relevant facts have been collected and recorded.

4.2.5.2.11 Determine and set out the findings. Guidance

on factors to be considered is given in the following paragraph 4.5.2.2.

4.2.5.3 The Aircraft Accident Investigator shall also be familiar with

the contents of the following Sections 5.4 and 5.5 related to the conduct and findings of the Mission BOI. In particular, in the collection and preparation of evidence and witnesses, he must follow the procedures indicated in Paragraphs 4.4.3 to 4.4.6.

4.2.6 Assistance Available to the ASTI

4.2.6.1 Should the Aircraft Accident Investigator find, at any time,

during the proceedings of an ASTI into an aircraft accident, that any aspect of the matter under investigation is outside his/her specialist knowledge, he/she may ask the appointing authority for appropriate specialist assistance.

4.2.6.1.1 Assistance from Research Centres. Immediately

after an accident is known, or suspected, to have been the result of malfunction due to contaminated fuel or oil or when there is any doubt as to the exact cause of the accident, the Aircraft Accident Investigator is to request the assistance of Research Centres for contamination tests. Likewise, if any part of the aircraft is suspected to have failed, it is to be despatched to the appropriate Research Centres for metallurgical examinations. Research Centres are to be requested to allocate priority to these examinations and to report the results to the Aircraft Accident Investigator.

4.2.6.1.2 Aircraft and Engine Manufacturers. Aircraft and

engine manufacturers and their representatives are both keen and able to assist in investigating accidents to aircraft of their make and their specialist advice is available on request. This

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request is to be made through UN Headquarters. Suspect aircraft components must, however, be examined by independent agencies.

4.2.6.1.3 Assistance from Mission Security Section (MSS).

The investigation of sabotage or suspected sabotage, including acts of malicious or willful damage, is the responsibility of the MSS. Therefore, subject to the discretion of the Head of Mission and the DOA/CAO, once there is reasonable suspicion that sabotage or malicious damage has occurred, whether or not it is suspected as being a cause of the accident, the appropriate authority should be asked immediately to undertake an investigation. Subject to the agreement of the unit chief and the Head of Mission and the DOA/CAO, all the relevant evidence should be released as soon as possible for examination by the MSS.

4.2.7 Immediate Reporting of Aviation Safety Hazards

4.2.7.1 Should the Aircraft Accident Investigator discover at any time

during the investigation an unusual or special feature, which, in his/her opinion, might prove an immediate hazard to the safety of other aircraft he/she is to advise UNHQ Aviation Safety Unit at once. The UNHQ Aviation Safety Unit shall then take appropriate actions to nullify the potential hazards in all other Peacekeeping Missions concerned.

4.2.8 Reports

4.2.8.1 At the conclusion of the ASTI, the Aircraft Accident

Investigator will compile the ASTI Report. This Report will be used by the Mission BOI as source of technical information, as indicated in the Field Administration Manual, Chapter 16 Part III paragraph 1.2.

4.2.8.2 The ASTI Report will be prepared in three original copies.

Copy number one will be given to the Mission for its BOI; copy number two will be submitted to Director LSD for his/her perusal; copy number three will be submitted to the Aviation Safety Unit, LSD, UNHQ.

4.2.8.3 Depending on the complexity of the investigation, one or more

ASTI Interim Reports will be prepared during the execution of the ASTI. In normal circumstances, at least one Interim Report will be prepared by the Aircraft Accident Investigator and submitted to the Aviation Safety Unit, Transport Section, LSD, UNHQ as soon as the emergency phase of the investigation is completed. The Interim Report will include, but not be limited to:

- Description of occurrence - Name and number of Persons on Board and of casualties - Initial findings - Any other factors or circumstances uncovered so far by the investigation.

Thereafter, updates to the initial Interim Report will be filed with UNHQ Aviation

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Safety Unit at least on a fortnight basis, or whenever necessary.

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5. EMERGENCY RESPONSE PLAN

5.1 Introduction

5.1.1 This Part of the United Nations Aviation Safety Manual lays down the basic requirements for an Emergency Response Plan (ERP) and offers a specimen Plan in Annex "H" to standardize areas of responsibility and action throughout Peacekeeping Missions in the United Nations.

5.2 Purpose

5.2.1 The purpose of the Emergency Response Plan is to provide procedures

for the maximum protection of life and property; ensure coordinated action for a thorough and accurate investigation and provide timely guidance in the event of an aircraft accident within the Mission area.

5.3 Objective

5.3.1 The objective of an Emergency Response Plan is to:

5.3.1.1 Provide procedures for maximum protection of life and

property;

5.3.1.2 Ensure coordinated action for a thorough and accurate investigation; and

5.3.1.3 Provide timely guidance in the event of an aircraft accident.

5.4 Function

5.4.1 Each Mission will develop an Emergency Response Plan for aircraft

accidents. The plan will follow the basic format in Annex "H" and should include, but not necessarily be limited to, the following:

5.4.1.1 Notification to all pertinent agencies that an accident has

occurred. This should include the maintenance of a checklist with names and contact numbers that will provide for:

5.4.1.1.1 Persons to be notified;

5.4.1.1.2 Units/agencies to be notified; and

5.4.1.1.3 Required reports to be raised including sample

and addresses.

5.4.1.2 Ensure that all assigned personnel understand their terms of reference and responsibilities pertaining to the plan.

5.4.1.3 Pre-arrange for vehicles, transport, aircraft

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and/or helicopters, which may be required to proceed to the scene. Consideration should also be given to the pre-arrangement of salvage equipment and/or recovery of wreckage by helicopter, as necessary.

5.4.1.4 Photographic requirements should be established and a

photographer available to proceed to the scene of the accident at short notice.

5.4.1.5 Security requirements should be considered and be

pre-arranged;

5.4.1.6 Preservation of wreckage after removal from the crash site may be necessary. A suitable location that can be protected from unauthorized entry must be made available.

5.4.1.7 A central location (e.g. Mission Air Operations Centre) at

which personnel and equipment can assemble before proceeding to off-Base accident scene.

5.4.1.8 Liaison between UN Military Contingents, local Police and

other authorities to ensure prompt reporting of off-Base accidents, adequate traffic control in moving convoys to accident scenes, security at scene and assistance in communicating with personnel at remote accident scenes.

5.4.1.9 Maps, with suitable grid or co-ordinate system, to permit all

concerned to promptly pinpoint the accident scene.

5.4.1.10 Post-traumatic stress counselling should be programmed and made available for emergency plan members, crews, survivors and mission staff members in general.

5.5.1 Peculiarities of individual Bases or sectors in each mission area should

be incorporated in the plan, as appropriate.

5.5 Task Assignments

5.5.1 The plan should include a list of responsibilities for each personnel, section or element to which tasks are assigned. These should include but not be limited to the following:

5.5.1.1 Communications Units

5.5.1.2 Control Tower

5.5.1.3 Mission/Contingents Operations Centre

5.5.1.4 Sector Command Posts

5.5.1.5 UN and Local Medical Units

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5.5.1.6 Ground Rescue Parties 5.5.1.7 Transportation Section/Unit, and

5.5.1.8 Operators managers, crews and other staff members.

5.6 Example of an Emergency Response Plan

5.6.1 This specimen plan (Annex "H"), which will serve as a guide for

compilation, covers the following issues:

5.6.1.1 The plan in general

5.6.1.2 On-Base aircraft accident response procedures

5.6.1.3 Off-Base aircraft accident response procedures

5.6.1.4 Notification of aircraft accident to key personnel, and

5.6.1.5 Duties of key personnel when informed of an aircraft accident.

5.6.2 Other aspects not specifically covered in the specimen plan at Annex

“H”, but which should be considered by individual Missions in the preparation of their specific plan, are:

5.6.2.1 Composition of ground rescue party

5.6.2.2 Composition of aircraft recovery/salvage team and

equipment

5.6.2.3 Format for telephone message on accident reporting

5.6.2.4 Ground/air visual code for survivors/rescue parties

5.6.2.5 Any other military or government service from which assistance may be sought.

5.6.2.6 UN and local Medical Team Plan, and

5.6.2.7 SAR (UN and local)

5.7 Drills/Exercises

Each mission shall conduct Emergency Response Plan exercises and drills on a regular basis to test the validity of their current plan, identify areas of improvement and to maintain all concerned personnel trained for the tasks required of them in case of an aircraft accident.

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5.8

5.9.1

5.9.2

5.9.3

5.9.4

5.10.1

5.10.2

Types Of Drills/Exercises

5.8.1 There are different types of drills/exercises that can and should be carried out. The appropriate one to use will depend on the general knowledge that participants have of the plan, general preparedness of the plan itself and whether the plan has ever been tested before or not. The following is a list of the types of drills that can be carried out:

5.8.1.1 Desk Top Exercises

5.8.1.2 Communication Drills

5.8.1.3 Area or particular task assignment drills

5.8.1.4 Full Drills

5.9 Desk Top Exercises

This type of exercise can be used to pre-test a new emergency

response plan and also to continually test an existing plan and the preparedness and knowledge of those who have specific tasks assigned to them in case of an emergency.

A case scenario is established or written by the Mission Aviation

Safety Officer, where he/she sets out a supposed accident with relevant specifics to their Mission e.g. routes, type of aircraft etc. This case scenario is then presented either individually or in-group to all those involved in the plan. Concerned personnel are then asked to describe what their tasks and responsibilities would be and what they would do if the scenario were real life.

These exercises can be done with pre warnings i.e. advising all

concerned that an exercise will take place on a certain day at a certain time or on a surprise basis.

The results should be evaluated by the Mission Aviation Safety Officer

and if necessary changes made, distributed to all concerned and discussed in detail to insure everyone is aware of and understands them.

5.10 Communication Drills

One of the most important issues in an emergency and the one that can

eventually determine the effective outcome is communications. This drill is an excellent way of checking that this part of the plan is working. Its great advantage is that no one has to leave their work, office, home and so on, all they need to do is make a call(s) and keep a register of what came of their call(s). It is also an excellent means to insure that names and contact numbers of all involved are constantly updated.

A Communication Drill can involve the whole Emergency Response

Communication system (flight following, crew, ATC, SAR, Fire Fighting, Medical and

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other agencies and UN Staff involved in the plan) or just a particular area of it, i.e. Flight Following.

5.10.3

5.11.1

5.11.2

5.11.3

5.11.4

5.12.1

The Mission Aviation Safety Officer decides what part of the communication system needs to be tested and initiates a “this is a drill” call to the first person in the notification list. All concerned should be previously briefed on communication drill procedures. The person receiving the call should note the hour in which he/she received the call and then make subsequent notes on the time taken, problems that they encountered in order to reach the person(s) who were next on the notification list and so on. Once over, everyone involved should send copies of their notes to the Mission Aviation Safety Officer so that problems can be ironed out, names and numbers changed if necessary and so on.

5.11 Area or Particular Task Assignment Drills

Before a full drill can be carried out the Mission Aviation Safety

Officer needs to insure that all the involved areas/agencies/sectors/bases have an understanding and general overview of the whole plan and more specifically clear understanding of their particular task and responsibilities. With this in mind the Mission Aviation Safety Officer, in coordination with each involved area/agency/sector/base, should develop and carry out a drill to check their particular response.

In this type of drill the people concerned under the direction of the

Aviation Safety Officer carry out a full drill involving their particular area of responsibilities. An example of this could be a full drill of the fire fighting team in an on base accident. A scenario would be set up and everyone involved in the fire fighting team activated, they would rush to the scene of the “supposed” accident, where a mock accident is in place, with a supposed wreck, survivors, bodies, and so on and the concerned personnel would have to act accordingly.

Before an exercise of this type, drills inspectors should be chosen and

briefed on what is expected of them so that they might evaluate the general response of the area carrying out the drill. Once over, a debriefing with all involved personnel should take place. The Aviation Safety Officer should chair debriefing and all aspects of the drill, be they positive or negative, addressed.

Any errors discovered during the exercise and the debriefing session

should be looked into, the plan corrected and redistributed, before a full drill of the whole plan is carried out.

5.12 Full Drill

A full drill should be planned and carried out once a year. This drill

should involve the activation of the whole emergency plan and include local agencies such as SAR, fire fighting teams, local hospitals, ambulances, ATC and so on. This type of exercise requires a lot of planning to insure that all involved know exactly what is expected of them.

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5.12.2

5.12.3

5.12.4

Full drills can be carried out as a surprise exercise to assess the reaction of people in an emergency. However, this is generally not recommended unless the plan has been in place and drilled before and those involved are confident of the effectiveness of the plan itself. For the testing of a new plan all concerned areas should be involved in the initial planning phases of the drill, meetings held to discuss details of the scenario, date, time, who should do what, when, where, every possible detail should be discussed and people told what to expect.

As above, inspectors should be chosen and briefed on what is expected of

them and assigned to evaluate a specific area of the plan and their response in general. Once the drill is over, a debriefing with all involved personnel should take place. The Mission Aviation Safety Officer should chair debriefing and all aspects of the drill, be they positive or negative, addressed.

Any errors discovered during the exercise and subsequent debriefing

should be corrected, included in the plan and redistributed to all concerned. Desk Top Exercises, Communication Drills and/or Area or Particular Task Assignment Drills will probably be necessary to insure all concerned know and understand the changes made.

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Annex A TRAINING

A1 Training Policy

A1.1 Sufficient number of Aviation Safety Training Courses to provide 1 course a year for 50% of the aviation safety personnel, so that each mission safety staff attends one training course every other year. Training shall be either Basic Training or Advance Training as described herein. Basic Training is an Aviation Safety Management Course from one of the institutions listed at paragraph 2.3.3A.2 Advance Training is any specialized course from the list at listed at paragraph 2.3.3A.3

A1.2 Provide for the participation of all Mission Aviation Safety Personnel to

the 5 days Aviation Safety Seminar to be held each year in UNLB. The relative amount should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety Personnel to conduct the Seminar.

A1.3 Provide for the participation of DOA/CAO and CISS to the 2 days Aviation

Safety Seminar for Mission Management to be held every two years in UNFICYP. The relative amount should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety Personnel to conduct the Seminar. A2 Basic Training

A2.1 Queen Noor Civil Aviation Technical College, Jordan

P.O. Box 341020 Amman 11134 Tel: 962 6 4894553 Fax: 962 6 4894553 E-mail: [email protected] URL: http://www.qnac.edu.jo Course Title Aviation Safety Program Management

A2.2 ATNS College (trading as Aviation Training Academy), South Africa

Private Bag X 1 Bonaero Park 1622

Tel: (2711) 5700400 Fax: (2711) 3901209 E-mail: [email protected] URL: http://www.ata.co.za/ Course Title Aviation Safety Management

A2.3 Embry-Riddle Aeronautical University, United States

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Tel: (1928) 7776956 Fax: E-mail:[email protected] URL:http://www.erau.edu/0Universe/02/02avsafetycert.html Course Title Aviation Safety Management

A2.4 Institut Français de Sécurité Aérienne/AIRCO, France

2, place Rio de Janeiro F-75008 Paris

Tel: 33 (0)1 44 95 29 42 Fax: 33 (0)1 44 95 29 41 E-mail: [email protected] URL: http://www.ifsa-avia.org Course Title Flight Safety Officer Course

A2.5 Southern California Safety Institute, Inc., United States

3521 Lomita Boulevard Suite 103 Torrance, California 90505

Tel: (310) 517-8844 Fax: (310) 540-0532 E-mail: [email protected] URL: http://www.scsi-inc.com Course Title Aviation Safety Management

A3 Advanced Training

A3.1 Swinburne University of Technology, Australia

Aviation Programs P.O. Box 218 Hawthorn, Victoria 3122

Tel: +61 3 9214 5066 Fax: +61 3 9214 5418 E-mail: [email protected] URL: http://www.swin.edu.au/aviation/ Course Title Graduate Certificate/Diploma and Masters in Aviation Human Factors by Distance Learning

A3.2 ASC International Inc. , Canada

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mailto:[email protected]


89 Corbeil "Blue Hills" Morin Heights, Quebec J0R 1H0

Tel: (450) 226-7007 Fax: (450) 226-6328 E-mail: [email protected] Course Title Airline Aircraft Accident Response Planning

A3.3 Institut Français de Sécurité Aérienne/AIRCO , France

2, place Rio de Janeiro F-75008 Paris

Tel: 33 (0)1 44 95 29 42 Fax: 33 (0)1 44 95 29 41 E-mail: [email protected] URL: http://www.ifsa-avia.org Course Title Air Transport of Hazardous Cargo Conceiving and Steering an Aviation Accident Prevention Programme and Human Factors in the Prevention and Investigation Process Aviation Accident Investigator's Course

A3.4 Queen Noor Civil Aviation Technical College, Jordan

P.O. Box 341020 Amman 11134

Tel: 962 6 4894553 Fax: 962 6 4894553 E-mail: [email protected] URL: http://www.qnac.edu.jo Course Title Airport Apron Safety Aviation Safety Awareness

A3.5 Southern California Safety Institute, Inc., United States

3521 Lomita Boulevard Suite 103 Torrance, California 90505

Tel: (310) 517-8844 Fax: (310) 540-0532 E-mail: [email protected] URL: http://www.scsi-inc.com Course Title Operational Risk Management Ramp and Maintenance Safety Advanced Aircraft Accident Investigation Aircraft Accident Investigation Aircraft Performance and Structures Investigation Electronic Systems Investigation Fire & Explosion Investigation

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Gas Turbine Accident Investigation Helicopter Accident Investigation Human Factors for Accident Investigators Incident Investigation and Analysis Investigation Management Safety Decision Making

A3.6 Air Safety Assessoria Aeronáutica S/C Ltda., Brazil

AOS 1 - Bl. F/420 70660-016 Brasilia - DF

Tel: (5561) 234-2683 Fax: (5561) 234-2683 E-mail: [email protected] Course Title Aircraft Accident Prevention Course

A3.7 Centro de Investigação e Prevenção de Acidentes Aeronáuticos (CENIPA),

Brazil

VI COMAR, QI 05, Lago Sul Brasilia - DF, 71.615-600

Tel: (5561) 365 1008 Fax: (5561) 365 1004 E-mail: [email protected] URL: http://www.cenipa.aer.mil.br Course Title Flight Safety Course

A3.8 IATA Aviation Training and Development Institute, Canada

800 Place Victoria P.O. Box 113 Montréal, Québec H4Z 1M1

Tel: (514) 390-6840 Fax: (514) 874-9659 E-mail: [email protected] URL: http://www.iata.org/atdi Course Title Airside Accident Investigation

A3.9 Institute of Safety & Human Factors, Pakistan

F-63/3, Park Lane, Block-5, Clifton, Karachi

Tel: 92-21-582-1355 & 1366 Fax: 92-21-582-0924 E-mail: [email protected] URL: http://www.ishf.com.pk

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Course Title Safety Management and Accident Investigation Course

A3.10 Institute of Continuing Education, National Aviation University, Ukraine

1, Avenue Kosmonavta Komarova 03058, Kyiv-58

Tel: +380 (44) 484 93 49 Fax: +380 (44) 483 73 85 E-mail: [email protected] URL: http://www.nau.edu.ua/ipn Course Title Investigation and Prevention of Air Crashes

A3.11 Federal Aviation Administration, United States

International Training Program Office of International Aviation 800 Independence Avenue, SW Washington, DC 20591

Tel: (202) 267-7958 Fax: (202) 267-7172 E-mail: [email protected] URL: http://www.academy.jccbi.gov/ama800 Course Title Aircraft Accident Investigation Aircraft Accident Investigation, Part 3 (New Technology and Recurrent Training) Aircraft Cabin Safety Investigation Human Factors in Aircraft Accident Investigation Rotorcraft Safety and Accident Investigation

A3.12 University of Southern California, United States

School of Engineering/Continuing Education Aviation Safety Programs 6033 West Century Blvd ste 940 Los Angeles, Ca. 90045

Tel: (213) 740-3995 Fax: (213) 748-6342 E-mail: [email protected] URL: http://www.usc.edu/dept/engineering/AV.html Course Title Accident/Incident Response Preparedness Aircraft Accident Investigation Gas Turbine Engine Accident Investigation Helicopter Accident Investigation Photography for Aircraft Accident Investigation

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Annex B SUGGESTED MISSION SURVEY CHECKLIST

B1 Safety Management

B1.1 Is the Mission Aviation Safety Officer suitably qualified and experienced? B1.2 Does the Mission Aviation Safety Officer hold any other primary or

secondary duties? B1.3 Does the Mission Aviation Safety Officer have a proper office with

adequate clerical support? B1.4 Does the Mission Aviation Safety Officer keep a fully amended copy of the

relevant publications? B1.5 Is the Mission Aviation Safety Officer's office ideally located to give easy

and rapid access to decision-making authorities? B1.6 Does the Mission Aviation Safety Officer maintain adequate contact with

Mission Aviation Safety Officers of other Missions to ensure an adequate exchange of information?

B1.7 Does the Mission Aviation Safety Officer approach his safety task with

sufficient enthusiasm and tenacity? B1.8 What records are kept of all occurrences in the base? B1.9 How is safety publicity dealt with? B1.10 What consideration has been given to problems associated with aircraft

operations? B1.11 Is a safety diary maintained? B1.12 How is hazard reporting encouraged?

B2 Accident Prevention Programme

B2.1 Is a well-organised programme evident? B2.2 Do personnel participate in the meetings? Is attendance checked? B2.3 Are specialists used for the meetings? B2.4 Do safety publications receive wide distribution and official use? Are

safety bulletin boards conspicuous, neat and up-to-date?

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B2.5 Are survey conducted periodically and are records maintained of these surveys?

B2.6 Are all reported occurrences and hazards closely monitored and

scrutinised? B2.7 Is management sufficiently involved in the safety programme? B2.8 Is the safety programme practical and is the implementation

satisfactory? B3 General Operation of Aircraft

B3.1 What steps are taken to ensure that aircrew:

B3.1.1 Are conversant with established operating procedures? B3.1.2 Adhere to procedures and are kept informed of changes in

procedures? B3.1.3 Are properly equipped to perform their tasks?

B3.2 Are all aircraft operated in service of the mission adequately equipped for

the operating environment? B3.3 What precautions are taken in the taxi, marshalling and parking of

aircraft? B3.4 Are life support and safety equipment in the aircraft in accordance with

current instructions and are they sufficient? B3.5 What briefings are given to passengers? Are they adequate? B3.6 What are the smoking regulations and are they strictly enforced? B3.7 Are aircrew briefings/debriefings adequate?

B4 Airfield

B4.1 Is the airfield inspected daily for serviceability of all surfaces, both hard standing and grass areas?

B4.2 Are all hard standing areas (runways, taxiways and aircraft parking)

adequate in size and strength for all aircraft that may be expected to use the airfield? B4.3 How are the hard standing areas kept clear of obstructions and debris? B4.4 Is the markings, lighting and surface condition of taxiways satisfactory?

How are they maintained?

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B4.5 Are the undershoot and overshoot areas properly prepared and

maintained? B4.6 Is there adequate drainage from runways, taxiways and apron areas? B4.7 Are there specific taxing arrangements and instructions for visiting

pilots? B4.8 Have all unnecessary obstructions on the airfield been removed? Are all

the remaining obstructions marked or lighted? B4.9 How are the runways lighted? Is the lighting adequate to meet all night

flying requirements? B4.10 Where are the obstruction lights in the vicinity of the airfield? Are they

adequate? B4.11 What sources of auxiliary power are available in the event of main power

failure? B4.12 Is conversion to auxiliary power automatic upon failure of mains power?

How often is the auxiliary power source checked? B4.13 How are vehicles on roads passing through or close to the runway

controlled? B5 Air Traffic Control

B5.1 What diagrams of the airfield does ATC display? Are buildings, hangars, hard standing areas, taxiways, runways, and local obstructions shown?

B5.2 Is a map of the local area displayed showing the locations of all power

lines and other hazards to low-flying aircraft? Is it up-to-date? B5.3 What fire-fighting and crash vehicles and procedures exist for dealing

with aircraft crashes and fires, both on and off the airfield? B5.4 What warning measures concerning local flight hazards are

promulgated? B5.5 Are local hazards to flight posted in NOTAMs? B5.6 What liaison exists with ATC at adjacent airfields to ensure maximum

compatibility of local air traffic patterns? B5.7 Is there a visibility check chart in the tower? B5.8 What emergency operating instructions for types of aircraft likely to

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use the airfield does the tower hold? B5.9 Is a responsible individual, qualified on the types of aircraft operated,

immediately available at all times to give assistance in cases of emergency? B5.10 If runway (ground) controllers are used, how is the division of

responsibility between them and the tower defined? B5.11 What procedures are in force for reporting breaches of vehicles surface

traffic discipline in the aircraft movement area? B5.12 How is surface traffic controlled and how often are briefings given? B5.13 What intercommunication exists between the tower and other airfield

aids? B5.14 What information, likely to be required by pilots in the air, is immediately

available? B5.15 Are bad circuits and landings reported and logged? B5.16 How are transmissions on approach and local control frequencies

recorded? B6 Instrument Approach and Landing Aids

B6.1 What visual or other landing aids are employed? Are they adequate? B6.2 Is the serviceability rate of navigational aids satisfactory? B6.3 How often are the instrument approach procedures in use at the airfield

reviewed and are they as published in the Flight Information Publication (FLIP) and Terminal Instrument Procedures (TERPS)?

B6.4 What action is taken on reports by pilots of unsatisfactory operation of

the various approach and landing aids? B6.5 What flying obstructions do the approach and landing aids constitute? B6.6 What precautions are taken to prevent vehicles etc., being parked so that

they affect approach and landing aids? B6.7 How are the emergency frequencies monitored? B6.8 What is the state of readiness of the Ground Control Approach (GCA)

unit?

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Annex C GUIDELINES TO MISSIONS ON BUDGET COMPILATION

C1 General

C1.1 All field missions with organic aviation assets, when preparing their financial budget in relation to Aviation Safety requirements, shall follow the following guidelines

C1.2 All missions shall plan for the deployment of the required Aviation Safety Personnel, as defined below, in accordance with the Aviation Safety Support Plan attached at Appendix 1 to Annex “C”. C2 Personnel Posts

C2.1 Option A 1 Mission Aviation Safety Officer P-3 When: The expected fleet includes no more than 3 aircraft The aircraft are permanently deployed in no more than 2 locations

C2.2 Option B

1 Mission Aviation Safety Officer P-4 1 Aviation Safety Assistant FS When one of the following instances occurs: The expected fleet includes more than 3 and no more than 10 aircraft, or The aircraft are permanently deployed in 3 or more locations, all of which are within 150 NM from mission HQ

C2.3 Option C

1 Mission Aviation Safety Officer P-4 1 Aviation Safety Officer P-3 1 Aviation Safety Assistant FS When one of the following instances occurs: The expected fleet includes more than 10 aircraft and no more than 20 aircraft, or The aircraft are permanently deployed in any number of locations and at least one of them is more than 150 NM from mission HQ

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C2.4 Personnel requirements greater than those indicated in Option C as a consequence of fleets larger than 20 aircraft or complex deployment postures shall be discussed, defined and coordinated with the Aviation Safety Unit, UNHQ prior to Budget Consolidation.

C3 Travel

C3.1 2 Aviation Safety Assistance Visits per year for 1 ASU/UNHQ staff member who will spend 7 full days in the mission plus travel to/from New York. 1 Aviation Safety Assessment Visit per year for each Carrier under Long Term Charter Agreement in the Mission for 1 ASU/UNHQ staff member, who will spend 3 full days in the Carrier’s base plus travel to/from New York. C4 Training

C4.1 Sufficient number of Aviation Safety Training Courses to provide 1 course a year for 50% of the aviation safety personnel, so that each mission safety staff attends one training course every other year. Training shall be either Basic Training or Advance Training as described herein. Basic Training is an Aviation Safety Management Course from one of the institutions listed in paragraph 2.3.3A2 of Annex “A”. Advance Training is any specialized course from the list in paragraph 2.3.3A3 of Annex “A”.

C4.2 Provide for the participation of all Mission Aviation Safety Personnel to

the 3 days Aviation Safety Seminar to be held each year in UNLB. The relative amount should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety Personnel to conduct the Seminar.

C4.3 Provide for the participation of DOA/CAO and CISS to the 2 days Aviation

Safety Seminar for Mission Management to be held every two years in UNFICYP. The relative amount should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety Personnel to conduct the Seminar. C5 Equipment

C5.1 Sufficient funds to purchase items listed in the Accident Investigation Kit as described at Appendix 2 to Annex C C6 Publications

C6.1 Sufficient funds to acquire a full set of ICAO Annexes with subscription to periodic updates; ICAO and IATA Dangerous Goods Manuals. IATA Airport Manual.

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Appendix 1 to Annex C AVIATION SAFETY SUPPORT PLAN

1.C1 Mission

1C1.1 To provide advise on Aviation Safety and to implement accident prevention measures through the establishment, management and execution of the Mission Aviation Safety Programme. 1.C2 Execution

1C2.1 A Mission Aviation Safety Unit will be established within the Office of the DOA/CAO in Mission HQ from D Day, manned by the Mission Aviation Safety Officer (MASO). Full strength of the Mission HQ Safety Unit will be reached at D+15.

1C2.2 Plan on Office Space, Comms, EDP and Vehicles Requirements for

the whole mission safety structure will be prepared by D+2 1C2.3 Preliminary Mission Accident Prevention Programme will be

prepared by D+15. 1C2.4 MASO to conduct Preliminary Safety Surveys to Mission HQ and

Sector HQs by D+15 1C2.5 MASO to conduct Preliminary Safety Surveys to Rear Logistics

Bases by D+15 1C2.6 MASO to conduct Preliminary Identification of Aviation Safety

Hazards by D+15 1C2.7 MASO to deliver Preliminary Report on Mission Safety Posture to

CAO on D+20 1C2.8 Preliminary Mission Safety Indicators will be sent to UNHQ on

D+20 1C2.9 Preliminary Mission Pre Accident Plan will be prepared by D+30 1C2.10 First Mission Aviation Safety Council will be organized by D+45 1C2.11 Remainder of mission safety staff will be deployed to Sector HQs

on D+45 or whenever air assets are permanently deployed at Sector HQs. 1C2.12 Consolidated Mission Accident Prevention Programme will be

prepared by D+60 1C2.13 Consolidated Mission Pre Accident Plan will be prepared by D+60 1C2.14 First UNHQ Safety Assessment Visit will be conducted by

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D+90

Appendix 2 to Annex C ACCIDENT INVESTIGATION KIT

Quantity Essential Items 3 Hardhats (Construction type) 5 Pair of Safety Goggles 3 Flashlights (waterproof) 6 Flashlight Batteries 1 Motorola Charger (6 Units) 6 Motorola Radios 1 Camcorder and Spare Battery 1 60 Minute Video Cassette (8 mm) 1 Set of Charger Cables 1 Digital Camera 1 35 mm Camera (Close-up Capability) 4 35 mm roll of film (36 exposure) Various Area Maps 1 Magnetic Compass 8 Pairs of Work Gloves (Large and Medium) 1 Measuring Tape (50 M) 1 Small Hammer 1 Combination Screw Driver with Various Blades 1 Pair Diagonal Cutters 1 Small Knife 1 Pair Pliers 1 Dentist Mirror 1 Retrieving Tool Magnetic 1 Axe 1 Shovel 1 Pick 1 Nylon Rope (3mm/30m) 1 UN Accident Investigation Handbook 6 Fluid Sampling Bottles 1 Box Reseal able Plastic Bags 1 Box of Labelling Tags 1 Box of Gummed Labels 6 Writing Pads 4 Types of Envelopes 10 Pens 5 Pencils (normal and grease) 1 Pair of Scissors 6 Markers

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3 Erasures 2 Glue 1 Scotch Tape 1 Box of Rubber Bands 1 Ruler 12” or 30 cm 1 Pair of dividers 7” 1 Box of Nails 1 Roll of 1 inch Fluorescent Tape 3 Clipboards 3 Safety Signal Vests 2 sets Earplugs (Perfit) 1 3m X 3m Plastic sheet or shelter (for shade or rain

protection) 2 Survival Blankets 1 Aluminium Box (for storing kit items) 1 GPS Handheld 1 Fire Extinguisher (Chemical Dry Powder) 1 Binoculars 1 Tape Recorder 3 Extra Tapes (60 min.) 1 Portable Computer 4 Clinometers 2 E6-B Flight Computer 10 Disposable protective overalls 30 Flag Markers 1 Masking Tape 2 Handheld Air to Ground VHF/AM Radio 2 Pocket Calculators 1 Box of Disposable Surgical Gloves 1 Set of Chemlites for helicopter night landing

Quantity Additional Items 3 Bottles of Insect Repellent 1 First Aid Kit 1 Bottle of Aspirin Tablets BP 300 mg. 3 Sterile Burn Dressings

6 Sun Block Cream As Req. Case(s) of Water As Req. Rations

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Annex D EXAMPLE OF MISSION ACCIDENT PREVENTION PROGRAMME

CALENDAR OF ACTIVITIES -

ACTIVITIES JAN

FEB

MAR

APR

MAY

JUN

JUL

AUG

SEP

OCT

NOV

DEC

AVIATION SAFETY COUNCILS MEETINGS

X

X

X

X

X

X

FOCUS GROUP DISCUSSIONS MEETINGS

X X

X

X

AIRPORTS, HELIPAD AND SERVICING SURVEYS - MAIN FIELDS

X

X

X

X

X

X

AIRPORTS, HELIPAD AND SERVICING SURVEYS -SECONDARY FIELDS

X

X

X

X

X

X

AIRCRAFT, HELICOPTER AND MAINTENANCE SURVEY

X

X

X

X

FLIGHT SAFETY BRIEFING AND TRAINING SESSIONS.

X

X

EMERGENCY RESPONSE PROCEDURES

REVIEW

ACCIDENT PREVENTION PROGRAM – 2003

X

SAFETY RECOMMENDATIONS

X

X

X

X

X

X

X

X

X

X

Aviation Safety Officer Chief Administrative Officer

Annex E OMISSIS


Annex F MISSION ASSISTANCE TO THE AVIATION SAFETY

TECHNICAL INVESTIGATION (ASTI) 1. The Mission Aviation Safety Officer will normally be nominated to act as liaison officer between the Mission and the ASTI. The assistance of a competent Mission Aviation Safety Officer can do a great deal towards bringing an investigation to a speedy conclusion. The following check list should be used by the Mission Aviation Safety Officer prior to the arrival of the Aircraft Accident Investigator as a guide to his/ her most probable requirements (refer also to Part II Section 4 paragraph 7):

a. Safeguarding Wreckage. Except so far as it is necessary to remove the occupants or prevent obstruction, aircraft wreckage must remain undisturbed and safeguarded against unauthorized interference until the Aircraft Accident Investigator gives authority for its removal.

b. Impounding Pertinent Documents. The following documents are to be immediately impounded after the accident:

(1) Technical and Flying Log Books

(2) Crew medical records

(3) Company/Unit Standard Operating Procedures and Operations

Manuals

(4) Relevant Maintenance Job Cards

(5) Cockpit Voice Recorder Recordings (see Note)

(6) Flight Data Recorder Recordings (see Note)

(7) Flight Plans

(8) Others, if relevant.

Note: To safeguard the recording from inadvertent damage it should not be played back until required. As film tape recording deteriorates rapidly with each playback, where possible such recordings should be transferred on to magnetic tape before use. Technical assistance from Company/Military Unit should always be sought for the handling of Flight Data Recorders and/or Cockpit Voice Recorders.

c. Photographs of Wreckage. Preliminary photographs must be taken of the wreckage, particularly if the wreckage has to be disturbed because it is causing an obstruction. The photographs should also be made available to the Aircraft Accident Investigator as soon as possible.

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d. Sketch Plan of Wreckage. The Mission Aviation Safety Officer should prepare a sketch plan of the wreckage and debris. Ground scars should also be plotted and measured. Debris is to be photographed, distance measured from a reference datum with bearings, before removal.

e. Witnesses. Prepare a list of possible witnesses the Aircraft Accident Investigator first and the BOI later may wish to interview and advise them that they are likely to be required. Where applicable, the local police should be contacted for names of civilian witnesses. Preliminary unsworn statements taken immediately after the accident can be considerable assistance to the Aircraft Accident Investigator/BOI.

f. The Fire Attendance Report. This should be completed and made available to the Aircraft Accident Investigator.

g. Samples. Lox, oil, fuel and hydraulic samples should be obtained as soon as possible, from both, servicing equipment and the accident aircraft.

h. Preliminary Aircraft Occurrence Report. The Mission Aviation Safety Officer should complete the preliminary aircraft occurrence report immediately after the accident has occurred and forward it to the Aviation Safety Unit UNHQ as soon as possible.

i. Damage to Private Property. Preliminary photographs of the damaged property if any, must be taken. Obtain 2 (two) signed copies of a letter specifying damage and compensation sought by the owner(s) of the damaged property. Appropriate Local Government Agency must be summoned as soon as possible to verify the assessed damage. Two copies of the document duly certified by the evaluators must be made available to the BOI. This activity should be conducted in coordination with the Mission Legal Adviser who is the officer responsible for this action.

2. The same assistance is to be given to civilian aircraft accident investigations carried out under the ICAO Annex 13 procedures.

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Annex G EXAMPLE OF LETTER OF REQUEST FOR THE ACCREDITATION OF A UN ACCREDITED REPRESENTATIVE TO THE ACCIDENT INVESTIGATION CONDUCTED BY THE STATE OF OCCURRENCE OR THE STATE OF REGISTRY OR BY THE GOVERNMENT OF THE STATE TO WHICH AIRCRAFT UNDER

LOA BELONG The UNITED NATIONS ............ (name of mission) presents its compliments to the ............

(name of investigative authority) and, in relation to the accident which occurred on ........

(date), in ........ (place), to the (aircraft/helicopter) .............. (type and registration marks),

has the honour to request to be represented to the investigation by an accredited

representative in the person of (Mr./Ms.) .................. (name and title of appointed Aircraft

Accident Investigator), in accordance with ICAO Annex 13 Chapter 5.

The UNITED NATIONS ............ (name of mission) avails itself of this opportunity to

express its appreciation to the ............... (name of investigative authority) for its

cooperation and to renew the assurances of its highest consideration.

........... (Date)

........... (Signature of Head of Mission)

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Annex H EXAMPLE OF EMERGENCY RESPONSE PLAN

H1 General Situation

H1.1 An aircraft accident involving personnel and equipment of the UN could occur at any moment. A timely and co-ordinated plan to manage such event must be therefore available and implemented. IT IS IMPERATIVE THAT ALL PERSONNEL CONCERNED UNDERSTAND THIS EMERGENCY RESPONSE PLAN. H2 Conditions for Execution

H2.1 This plan will be executed when a UN aircraft crashes or is declared overdue. The nearest Mission (or out station with permanently deployed air assets) to the accident site will activate this plan. H3 Definitions

H3.1 On-Base Accident - An aircraft accident that occurs within the confines of the airport or within a radius visible from the control tower and readily accessible by airport crash vehicles and rescue equipment.

H3.2 Off-Base Accident - An aircraft accident that occurs at a distance from

the airport and cannot be visually verified from the control tower as an aircraft accident.

H4 Administration

H4.1 The Mission Aviation Safety Officer is responsible for the administration

of this plan and will ensure adequacy of formulated plans and procedures. H5 Responsibilities

H5.1 All personnel involved in crash, rescue and accident investigation activities is responsible for the part related to his/her duties and must be familiar with this plan.

H5.2 Preservation of life and prevention of injury is the primary consideration when an aircraft accident occurs. Secondly, mission posture must be maintained or restored as quickly as possible. Lastly, crash evidence must be preserved to allow investigation of the accident. H6 Notification

H6.1 In the case of an On-Base accident, primary notification of an aircraft accident is through the primary crash alarm net initiated by the control tower

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and the secondary crash alarm net initiated by Mission Air Operations Centre∗. If notification of an aircraft accident is received from an off-Base source, the information should be relayed to the Mission Air Operations Centre.

H6.2 Mission Air Operations Centre will in turn notify all key personnel

concerning the accident. H7 Response Phases

H7.1 All emergency arrangements and activities must be considered under 3 distinct phases and cover on-Base and off-Base, accidents during and after normal operating hours:

H7.1.1 Phase I - Rescue, fire suppression, making safe of explosives, securing the crash site, and other immediate actions necessary to prevent loss of life and property damage;

H7.1.2 Phase II - Investigation at the accident scene. All evidence

at the accident location must be preserved for the accident investigation. Aircraft wreckage and/or components will not be moved unless the location of the accident requires immediate wreckage removal to maintain or restore mission capabilities or other critical functions; and

H7.1.3 Phase III - Recovery of the aircraft and restoration of the

accident site. H8 Relationship between Authorities during Phases

H8.1 The On-Scene Commander (OSC) at the accident site will be the CAO or any UN staff member or military officer from one of the contingents nominated by the CAO. In the case of the nomination of a military officer, this nomination should be co-ordinated with the Force Commander.

H8.2 Each of the three response Phases will be directed by the appropriate

Officer-in-Charge (OiC) of the Phase, who will be given freedom of action to conduct operations necessary to complete the appropriate response Phase. The OiC will report phase completion to the On-Scene Commander (OSC). The nominated OiC of the various Phases are to be as follows:

H8.2.1 Phase I: Fire Fighting, Rescue and Explosives Securing

H8.2.1.1 Mission Fire Officer; or H8.2.1.2 The rescue helicopter aircraft commander, until the

Mission Fire Officer arrives and takes command of phase I.

∗ In some missions the functions of the Air Operations Centre could be executed by the military equivalent in accordance with mission structure and organisation

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H8.2.2 Phase II: On-Scene Investigation

H8.2.2.1 Aircraft Accident Investigator; or H8.2.2.2 OSC, until arrival of Aircraft Accident Investigator.

H8.2.3 Phase III: Recovery and Restoration

H8.2.3.1 Senior Engineering Officer; or H8.2.3.2 OiC Salvage Team.

H9 Response Co-ordination

H9.1 The OiC of Phase I will advice the OSC when fire fighting and rescue operations are completed. As part of Phase I, the armament-qualified personnel will ensure that all explosive materials in the area have been properly secured.

H9.2 When the accident site has been declared safe, it will be released to the

OiC of Phase II. When he has determined that all needed information has been obtained from the wreckage, control of the wreckage site will be returned to the OSC so that Phase III operations may begin.

H9.3 If circumstances surrounding the accident necessitate collection of

human remains, recovery actions will be co-ordinated between the OiC of Phase II, a medical officer and the OSC. In no case will recovery of remains commence until Phase I actions are completed, i.e. the site is declared safe. Remains recovery should then be completed as soon as possible. If moving of wreckage is required to recover human remains, wreckage evidence should be disturbed as little as possible and a photographic record of original wreckage positions should be made prior to the recover.

H9.4 All local and non-local inquiries regarding the aircraft accident will be

referred to the Head of Mission through the Public Information Officer. H9.5 If the accident is in an area that requires wreckage removal prior to

investigation, complete photographic coverage, notes and measurements must be taken prior to removal, if possible. Under no circumstances will removal be attempted until Phase I actions are completed. H10 Assembly Point

H10.1 The Mission Air Operations Centre will be the centre of activities for co-ordinating, reporting and organizing the investigation.

H10.2 Convoys will form outside the Mission Air Operations Centre. Normally,

a convoy to an on-base accident will not be necessary. If necessary, those personnel and equipment authorized to proceed to the scene of an accident will check with the OSC prior to proceeding to the accident site. However, fire fighting equipment,

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crash rescue vehicles and ambulance(s) will proceed directly to the accident scene. H11 Communications

H11.1 The crash alarm, Motorola Radio Net and/or telephone line will be used for alerting personnel of aircraft emergencies.

H11.2 A two-way communication is essential between the Mission Air

Operations Centre and the accident site. The Call signs used will be prefixed by the word "RESCUE" for all personnel involved. H12 Supporting Plans

H12.1 Each applicable organization, unit or section in the execution of this plan will prepare individual (detailed) operating instructions in the form of a checklist. These will cover training, actions required and results expected in the event of an aircraft accident. The Mission Safety Officer is responsible to verify that these checklists are indeed prepared. He will periodically review them for effectiveness and keep an updated copy of all of them.

H12.2 The ERP will be reviewed and revised as necessary to accommodate the

environmental and technical changes. Changes to the ERP will be co-ordinated and approved by the Mission Aviation Safety Council and then submitted to the Mission Aviation Safety Officer for reproduction and distribution.

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Appendix 1 to Annex H ON-BASE AIRCRAFT ACCIDENT RESPONSE PROCEDURES

1H.1 General

1H.1.1 When operating from an established national and or international airport that has its own current emergency response plan, in case of an “on-base” accident, this plan will be implemented. The Mission Aviation Safety Officer will coordinate with the airport local authorities for the insertion of the UN mission in the relevant parts of the plan, so that the interests of the Organisation, as described in Part VI, are safeguarded. This appendix addresses the case in which the UN mission, directly or through services exclusively contracted to the UN, operates fully or partially the airport concerned. The appendix outlines the procedures to be followed by all units concerned in the event of an on-base aircraft accident, when the crash site can be reached without difficulty by all fire, crash and rescue vehicles. All personnel and facilities named in the ERP will respond as required. 1H.2 Tasks

1H.2.1 Air Traffic Control (ATC).

1H.2.1.1 Activate the crash alarm and give the following information:

1H.2.1.1.1 Type of aircraft and number/call sign 1H.2.1.1.2 Impact point 1H.2.1.1.3 Ordnance carried (if known), and 1H.2.1.1.4 Number of personnel on board.

1H.2.1.2 Transmit information that emergency operations are in

progress on UHF, VHF or HF emergency frequencies. 1H.2.1.3 Inform all other aircraft for diversion, if runway is

obstructed. 1H.2.1.4 Inform the Mission Operations Centre of the accident,

giving the same information listed above. 1H.2.1.5 Make additional transmissions over the radio, specifically,

when the operational runway is re-opened for take-off and landings.

1H.2.2 Mission Air Operations Centre. It is the responsibility of Mission Air Operations Centre to inform all key personnel of the information received from the ATC.

1H.2.3 Other Units/Organizations. All other units and

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or organizations will react as indicated in each phase of operations as follows:

1H.2.3.1 Phase I. Rescue, Fire Fighting and Explosive Securing.

1H.2.3.1.1 Fire fighting and rescue teams proceed to the scene and initiate fire suppression and rescue operations;

1H.2.3.1.2 Medical officer and ambulance crew move to accident

site and stand by, clear of fire hazard, to receive injured. They will assist in the rescue operations when the OiC of Phase I authorises or requests such assistance.

1H.2.3.1.3 Military Police/CIVPOL will proceed to the area to

establish cordon and entry/exist points. As notification procedures continue and other authorised personnel arrive at the accident scene, they will stand-by at the Security Control Point established by the Military Police/CIVPOL. Phase II or Phase III personnel will report to the OSC at the Security Control Point; and

1H.2.3.1.4 When the Base Fire Officer determines that the

danger of fire is over, he will request armament personnel to enter the crash area and make safe any explosive devices. After disarming is completed, the Base Fire Officer will advise the OSC that Phase I is complete.

Note: The rescue of injured personnel must only be undertaken when the officer-in-charge of Phase I is absolutely sure that the immediate vicinity is safe from fire and any explosive devices.

1H.2.3.2 Phase II: On-Scene Investigation:

1H.2.3.2.1 The OSC will notify the Aircraft Accident Investigator that Phase II may begin;

1H.2.3.2.2 This phase includes investigation that must be

performed at the scene. During this phase personnel must be strictly controlled. Only authorised personnel will enter the accident-cordoned area. The OSC should release unneeded personnel; released personnel must leave the area. If the runway is blocked or if the normal flow of aircraft traffic is halted, this phase may be superimposed on Phase III at the discretion of the OSC, after consultation with the Aircraft Accident Investigator. Delays can cause emergency conditions to develop in aircraft that are still airborne as well as interfere with normal operations of the Mission. If Phases II and III are superimposed, the Aircraft Accident Investigator should take photographs as needed and take required notes and measurements while the Phase III team is preparing the aircraft/wreckage for the removal from the accident scene. If the accident does not block the runway or seriously restrict operations, removal of the aircraft wreckage must not begin until all

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necessary investigation procedures at the accident scene have been completed; and

1H.2.3.2.3 The Aircraft Accident Investigator will report

completion of Phase II to the OSC.

1H.2.3.3 Phase III: Recovery and Reconstruction:

1H.2.3.3.1 The CAO will designate a suitably qualified person as the OiC of Phase III, as indicated in paragraph 12.c of Annex A to Part VI. Hangar and/or warehouse space for wreckage storage will be co-ordinated by him/her;

1H.2.3.3.2 This phase includes the removal of the aircraft

wreckage and the restoration of the area. It will be initiated at the direction of the OSC. Every effort will be made to expedite this operation if the wreckage is interfering with normal airfield operation. If a situation occurs which dictates that the runway must be used immediately, all available means must be used to clear the runway. This includes dragging or pushing damaged aircraft clear of the runway;

1H.2.3.3.3 After the wreckage is removed to a hangar, it remains

under the control of the Aircraft Accident Investigator until it is no longer needed for investigation; and

1H.2.3.3.4 The Senior Engineering Officer, in coordination with

Military Police/Civpol, is to establish a cordoned restricted area around the stored wreckage.

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Appendix 2 to Annex H OFF-BASE AIRCRAFT ACCIDENT RESPONSE PROCEDURES

2H.1 General

2H.1.1 This part outlines the procedures to be followed by all units/organisations in the event of an off-base aircraft accident. The basic procedures are identical to those used for an on-base accident with certain modifications necessitated by time, distance and personnel involved. Due to these modifications and the various off-base agencies that will become involved, complete procedures are detailed in the following paragraphs, establishing a common ground for more detailed co-ordination and action at the scene of the accident and resulting in more efficient use of personnel and equipment. 2H.2 Tasks

2H.2.1 Mission Air Operations Centre. Specific data must be obtained from persons making the initial report of an aircraft crash, to locate the area and establish the nature of the crash. The following information is necessary for establishing the validity and accuracy of the report and to provide information necessary to make the crash report. Telephone operators receiving a call indicating that an aircraft has crashed will transfer the call immediately to the Mission Air Operations Centre, whose personnel will record the following information in so far as possible:

2H.2.1.1 Establish the identity of the caller and his location (i.e. telephone number and place)

2H.2.1.2 Determine if caller actually saw the aircraft and request to

remain in a position to direct crash vehicles, if possible 2H.2.1.3 Request the following information from the caller, if known:

2H.2.1.3.1 Type of aircraft, serial number and time of accident.

(If not known, ask for specific markings, colour and description) 2H.2.1.3.2 Accident location 2H.2.1.3.3 Distance and direction of crash from the caller’s

location, and 2H.2.1.3.4 Distance and direction from main road or any other

prominent landmarks.

2H.2.1.4 Relay information received to the control tower so that crash alarm may be activated.

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2H.2.2 Air Traffic Control (ATC).

2H.2.2.1 Activate the crash alarm; 2H.2.2.2 Exercise control of air traffic in the vicinity of the accident,

if possible, to assist in pinpointing the accident location; 2H.2.2.3 Provide back-up communications link between crash

convoy and the base.

2H.2.3 Other Units/Organisations. The following organisations will respond immediately with as much equipment as circumstances warrant. They will proceed to the accident site if it can be located on the off-base grid map.

2H.2.3.1 Search and Rescue (SAR) helicopter. 2H.2.3.2 Fire-fighting and rescue crews. 2H.2.3.3 Rescue ambulance crews with a medical officer. 2H.2.3.4 Search aircraft, as necessary or practical. 2H.2.3.5 One security team and vehicle with communication facility. f2H.2.3.6 OSC and Mission Aviation Safety Officer.

2H.2.4 All other units/organizations not involved in Phase II operations

will proceed to Mission Air Operations Centre. A convoy will assemble at Mission Air Operations Centre in the following order:

2H.2.4.1 A Military Police/CIVPOL vehicle with an operational radio, siren and flashing red light (the lead vehicle);

2H.2.4.2 Additional fire-fighting and rescue vehicles, if required; 2H.2.4.3 The vehicles despatched from transport section for the

Aviation Accident Investigator, photographer and fuel specialist; and 2H.2.4.4 The recovery and reconstruction team with its pre-

designated vehicles and equipment. 2H.2.5 In the event the accident area cannot be located on a map or otherwise pinpointed, Mission Air Operations Centre is to initiate telephone communications with military, police and civilian agencies in the general area of the accident and furnish them with known information so that they may assist in SAR operations. Once the aircraft has been located by military, police or civilian agencies, all information is to be forwarded to Mission Air Operations Centre.

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Appendix 3 to Annex H NOTIFICATION OF AIRCRAFT

ACCIDENT TO KEY PERSONNEL

3H.1 During duty and off duty hours, Mission Air Operations Centre will notify the following personnel when an aircraft accident occurs:

3H.1.1 Head of Mission 3H.1.2 Force Commander 3H.1.3 DOA/CAO 3H.1.4 Mission Aviation Safety Officer (who will inform the Chief,

UNHQ Aviation Safety Unit) 3H.1.5 OiC Mission Air Operations Centre 3H.1.6 Civilian air Operator Manager or Military Commander of the

aircraft and/or aircrew involved in the accident 3H.1.7 Senior Medical Officer 3H.1.8 Senior Air Traffic Control Officer 3H.1.9 Senior Engineering Officer 3H.1.10 Base Fire Officer 3H.1.11 Senior CIVPOL/Military Police Officer (if applicable) 3H.1.12 Situation Centre UNHQ, using established procedure, and 3H.1.13 Others, as required.

3H.2 A list of all key personnel with office and residence telephone

numbers must be prepared and be ready for use at the Mission operations Centre. Home addresses should also be included.

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Appendix 4 to annex H DUTIES OF KEY PERSONNEL WHEN INFORMED OF AN AIRCRAFT ACCIDENT

4H.1 Upon notification of an accident, key personnel are required to carry out their responsibilities as follows:

4H.1.1 CAO

4H.1.1.1 Ensure that ERP has been activated and properly executed; and

4H.1.1.2 Obtain a situation briefing and ensure SAR efforts

are underway.

4H.1.2 Officer-in-Charge Mission Air Operations Centre

4H.1.2.1 Upon notification of an accident, proceed to the Mission Air Operations Centre; and

4H.1.2.2 Ensure all key personnel are informed; 4H.1.2.3 Ensure that a log is maintained of all occurrences; 4H.1.2.4 Establish a control centre at Mission Air Operations

Centre for the purpose of executing the ERP; and 4H.1.2.5 Assist the CAO in all aspects.

4H.1.3 Mission Aviation Safety Officer

4H.1.3.1 Prepare and transmit the Preliminary Aircraft

Occurrence Report in accordance with the established procedures; 4H.1.3.2 Monitor and assist the overall investigation of the

accident and submission of required reports; 4H.1.3.3 Maintain supplies and equipment required for the

Accident Investigation; 4H.1.3.4 In liaison with Senior Engineering Officer ensure that

LOX, oil, fuel and hydraulic samples are obtained as soon as possible following an accident. Samples must be taken from both the source and the accident aircraft;

4H.1.3.5 Co-ordinate with the Aircraft Accident Investigator to

terminate crash site guard as soon as practicable; 4H.1.3.6 Ensure that wreckage diagram is drawn. Debris

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and ground scars are to be measured and photographed from a prominent feature (reference point) with direction and parts identified. This requirement is essential when the aircraft parts must be removed;

4H.1.3.7 Ensure that the PAP is up-to-date; and 4H.1.3.8 Impound all relevant documents.

4H.1.4 Senior Engineering Officer (SEO).

4H.1.4.1 Ensure that all engineering records associated with

the accident aircraft are immediately impounded and delivered to the Mission Aviation Safety Officer;

4H.1.4.2 Obtain and store in proper containers, LOX, fuel, oil,

hydraulic, oxygen samples from the accident aircraft and servicing equipment for the accident investigation;

4H.1.4.3 Provide armament personnel as required; 4H.1.4.4 Provide personnel, equipment and facilities for

aircraft recovery and reconstruction as requested by the Aircraft Accident Investigator. Tag and identify aircraft parts, if necessary;

4H.1.4.5 Ensure that proper recovery and salvage equipment

are available and serviceable; 4H.1.4.6 Provide personnel to assist in the accident

investigation as required; 4H.1.4.7 Provision of a photographer.

4H.1.5 Chief Aviation Officer (CAVO)

4H.1.5.1 Ensure that all flight and maintenance records of the

involved aircraft are collected and delivered, un-tampered with, to the Mission Aviation Safety Officer at Mission Air Operations Centre;

4H.1.5.2 Assist the CAO in collecting information concerning

the accident and aircrew and be available to assist in casualty notification; and

4H.1.5.3 Collect and provide to the Mission Aviation Safety

Officer all records (initial and amendments, if any) related to the tasking of the flight concerned, including passenger and cargo manifests.

4H.1.6 . Senior Air Traffic Control Officer (SATCO)

4H.1.6.1 Report to Mission Air Operations Centre

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immediately; 4H.1.6.2 Make assessment of the situation and recommend to

CAO for approval on the following as required:

4H.1.6.2.1 Closure of airfield; 4H.1.6.2.2 Diversion of other aircraft; and 4H.1.6.2.3 Clearing runway in case of another

emergency. 4H.1.6.2.4 Liaison with other airfields for diversions.

4H.1.7 Senior Medical Officer (SMO).

4H.1.7.1 Ensure availability of qualified personnel and

ambulance and equipment on a 24-hour basis; 4H.1.7.2 Ensure that ambulances are properly equipped to

include current crash grid maps. Equipment should include two-way radio, crash splint unit, crash tools, fire extinguisher, crash remains pouches and body bags, sufficient medical supplies required to treat casualties, oxygen therapy equipment and blankets;

4H.1.7.3 Ensure that crash ambulances with appropriate

personnel respond either directly to the accident scene or, when off-base convoy is necessary, to the convoy assembly point at base operations;

4H.1.7.4 Ensure that additional ambulances and personnel

are dispatched to the accident site when required; 4H.1.7.5 Provide medical treatment for crash victims as

required; 4H.1.7.6 Ensure that all crewmembers are removed to the

hospital regardless of degree of injury and obtain blood, urine, and other physiological samples;

4H.1.7.7 Provide a medical officer to accompany the initial

response ambulance to the accident site; 4H.1.7.8 Release medical records to the Aircraft Accident

Investigator and later to the Chairman of the BOI on personnel involved in the accident, if requested; and

4H.1.7.9 Provide a medical report to the Aircraft Accident

Investigator.

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4H.1.8 Senior Logistics Officer

4H.1.8.1 Ensure the Transport Officer is informed and make the necessary vehicle arrangements. The type of vehicles requested will depend upon the location of the accident site. Additionally, furnish transportation as needed by the Aircraft Accident Investigator; and

4H.1.8.2 Ensure that fuel-servicing record associated with the

accident aircraft's last servicing is impounded.

4H.1.9 Senior CIVPOL Officer/Military Police Officer/Provost Marshall

4H.1.9.1 Ensure that adequate guards are available to proceed

to the scene of the aircraft accident. Guard requirements should be co-ordinated with the OSC or the Aircraft Accident Investigator;

4H.1.9.2 Ensure that guards are thoroughly instructed on the

importance of securing the wreckage and preventing tampering, maintaining proper relations with the press and public and ensuring public safety. Any enquiry for information and photographs must be referred to the Public Information Officer; and

4H.1.9.3 If the accident site is off-base, provide escort for the

crash convoy.

Aviation Safety Manual - FlyMex NATIONS AVIATION STDS.pdf · Aviation Safety Manual Revision 6 –...

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