Sixth Meeting of the Southeast Asia Regional Aviation Safety Team (SEARAST) COSCAP-SEA 16/17 May...
-
Upload
gordon-williamson -
Category
Documents
-
view
216 -
download
1
Transcript of Sixth Meeting of the Southeast Asia Regional Aviation Safety Team (SEARAST) COSCAP-SEA 16/17 May...
Sixth Meeting of theSoutheast Asia Regional Aviation
Safety Team (SEARAST)
COSCAP-SEA16/17 May 2006
Bangkok, Thailand
Tab 1
Adoption of the Agenda
33
6th Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)
Agenda
Tuesday, 16 May 2006
0815 – 0900 Registration
0900 – 0915 Opening Remarks and Welcome
Mr. Lalit Shah, ICAO Regional Director, Asia and Pacific
0915 – 0930 Self-introduction of participants
0930 – 0945 Adoption of the agenda (TAB 1)
0945 – 1015 Review: COSCAP-SEA and SEARAST
Capt. Ronald W. Allendorfer, Programme Coordinator , COSCAP-SEA
1015 – 1045 Coffee Break
44
6th Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)
Agenda
Tuesday, 16 May 2006
1045 – 1200 Review and Discussion:
- Conclusions of the Fifth SEARAST Meeting (TAB 2)
- Implementation Status of the Fifth SEARAST
Conclusions (TAB 2) Capt. Allendorfer
1200 – 1300 Lunch
1300 – 1345 Review and Discussion:
- ALAR Toolkit Review and Implementation Checklist (TAB 3)
- Conclusions of the Seventh Steering Committee Meeting (TAB 3) Capt. Allendorfer
55
6th Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)
Agenda
Tuesday, 16 May 2006
1345 – 1430 Presentation: Proposed amendments to Annexes 1 and 6 (TAB 4) Capt. Roger Mulberge, COSCAP-SEA
1430 – 1500 Coffee Break
1500 – 1545 Presentation: Generic Surveillance Tracking Program
Mr. David M. Smith, Manager, FSIFO Singapore, FAA
Mr. Mike Daniels, Manager, AFS 50, FAA
1545 Close
66
6th Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)
Agenda
Wednesday, 17 May 2006
0900 – 1030 Presentation: Runway Safety
Mr. Raymond Lim, AAPA
1030 – 1100 Coffee Break
1100 – 1230 Review: CAST/JSSI Safety Interventions
Mr. Kyle Olsen, Manager, Continued Operational Safety, FAA
1230 – 1330 Lunch
1330 – 1430 Presentation: Safety Management Systems
Mr. Glenn Michael, Manager, En Route & Oceanic Service,
Boston ARTCC 35, FAA
77
6th Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)
Agenda
Wednesday, 17 May 2006
1430 – 1530 Regional Flight Safety Issues: Language testing under Annex 1
1530 – 1600 Coffee Break
1600 - 1700 Conclusions/Close of the Meeting
88
Review of COSCAP-SEA and SEARAST2005
August Bangkok - Fifth SEARAST and Combined RAST (29-31)
September Singapore – Regional ETOPS (7-9) , Bangkok - Suspected Unapproved Parts (13-15), Cambodia AW IFFAS (26-30)
October Cambodia AW IFFAS (3-7), Philippines (10-17),
Laos (17-21)
November Viet Nam (7-11), Macao (14-18), Viet Nam AW IFFAS (21-25), LAO PDR AW IFFAS (28-30)
December Lao PDR AW IFFAS (1-2), Myanmar AW IFFAS (5-9), Search and Rescue Seminar (6-8), Cambodia AW IFFAS (12-16), Thailand (12-16)
Review of COSCAP-SEA and SEARAST2006
January Bangkok - Wildlife Seminar (9-12)
February Hong Kong, China - 7th COSCAP-SEA Steering Committee (21-24)
March Cambodia (20-24) and Thailand (13-17)
April Myanmar (24-28)
May Bangkok - DCCP Course (1-3), Cambodia AW IFFAS (8-19), Bangkok - SEARAST (16-17), Beijing RNP/RNAV Seminar (25-26)
Review of COSCAP-SEA and SEARAST2006
June Myanmar (5-9) and Bangkok - Dangerous Goods Workshop (19-23)
July Malaysia (3-7) and Philippines (17-21)
August Indonesia (7-11) and Macao (21-25)
September Lao PDR (18-22), Viet Nam (25-29), Bangkok - SMS Workshop (11-15)
1111
Review of COSCAP-SEA and SEARAST2006
October Macao (16-20) and Singapore (23-27)
November Philippines (6-10), Malaysia (13-17), Myanmar (20-01 Dec) Airworthiness IFFAS
December Lao PDR Airworthiness IFFAS (4-8) and Viet Nam (4-8)
Tab 6
Tentative Work Plan 2006
* * Note: Bold numbers in brackets ( ) correspond to the available courses/training shown on the following page, and
indicate course/training tentatively scheduled.
OPS = International Flight Operations Expert
RAWI = Regional Airworthiness Inspector FAM = Familiarization Mission for Regional Inspector
AW = International Airworthiness Expert
TPD = Training and Professional Development of National Inspectors
SA = Supplemental Certification and Inspection Assistance
RFOI = Regional Flight Operations Inspector
PA = Primary Certification and Inspection Assistance RD = Development of Regulations, Air Law, and Procedures
1 Basic Operations Course (5 days)
2 Basic Airworthiness Course (5 days)
3 ALAR Workshop (4 days)
4 Ramp and Line Facility Inspection (3 days)
5 Flight Operations Certification, Administration, and Surveillance Overview (4 days)
6 Aviation Enforcement Procedures (4 days)
7 Designated Company Check Pilot Course (DCCP) (4 days)
8 MEL/MMEL Course (2 days)
9 Flight Operations Refresher Course (4 days)
10 Airworthiness Refresher Course (4 days)
COSCAP-SEA Available Courses and Training for 2006
11 Surveillance OJT for Operations Inspectors - ramp, base, and facility (4 days)
12 Surveillance OJT for Airworthiness inspectors - ramp, base, and facility (4 days)
13 Air Operator Certification (AOC) (4 days)
14 Introduction to Continuing Airworthiness and Standards of C of A (2 days)
15 Reliability Monitoring, Structural Inspection, and Aging Aircraft (3 days)
16 Aircraft Leasing (2 days)
17 CAA Regulation Development - Personnel Licensing (4 days)
18 CAA Regulation Development - Aviation Training Organizations (4 days)
COSCAP-SEA Available Courses and Training for 2006
1616
Coffee Break
Tab 2
Conclusions of
the Fifth SEARAST Meeting
Bangkok, Thailand 29, 30 August 2005
1818
Conclusions : 5th SEARAST Meeting
Airline Proactive Safety Programmes
SE 10/AP 1.08 CFIT - Airline Proactive Safety Programmes
(FOQA& ASAP), and SE 29/AP 3.05 - Loss of Control
This safety enhancement is to be considered closed with the exception of
aircraft falling in the category below 27,000 kg.
CTA to liaise with FAA/JAA and ICAO as necessary.
1919
ALAR Toolkit Implementation
States/airlines will continue with the use of the toolkit for
prevention of approach and landing accidents and incidents.
Periodic follow-up by COSCAP-SEA.
Conclusions : 5th SEARAST Meeting
2020
Conclusions : 5th SEARAST Meeting
GPWS/SOPs
SE 1/AP 1.01 CFIT GPWS
Completed
SE 2/AP 1.06 CFIT SOPs
CTA to review/revise the Draft Advisory Circular CSEA 002 on “SOPs for Flight- deck Crewmembers” to include Crew Briefings (including approach briefings), Landing Rollout (actions and callouts), and Crew Monitoring and Cross Checking.
Revised Advisory Circular CSEA 002 A, 24 March 2006
2121
Conclusions : 5th SEARAST Meeting
Loss of Control (SOPs)
SE 26/AP 3.03 Loss of Control (SOPs)
Completed
SE 27/AP 3.01 Loss of Control (Risk Assessment and Management)
As the aspect of risk assessment was still being developed by FAA/JAA, the
meeting decided to postpone further deliberations on the SE/AP pending
additional inputs.
Pending
2222
Conclusions : 5th SEARAST Meeting
Loss of Control (SOPs)
SE 3/AP 1.03 CFIT – Precision-like Approach Implementation
Completed
2323
Conclusions : 5th SEARAST Meeting
Recommendations
It is imperative that all Safety Enhancements that have been agreed by SEARAST should be implemented by member States/airlines if they are to be effective in accident reduction.
In order that SEARAST may adopt the CAST/JSSI Safety Enhancements on Runway Incursions, the SCM is requested to approve the invitation of Air Traffic Service providers to the SEARAST meetings.
Steering Committee is requested to take urgent action to assist States in meeting their obligations under the Annex 1 Language Proficiency Requirements
Tab 2
Implementation Status of the
Fifth SEARAST Conclusions
2525
Implementation Status of the Fifth SEARAST Conclusions
SE/AP SEARAST Conclusions and Actions Status by State
ALAR ALAR Toolkit and Recommendations distributed to States along with Guidance material. Review and Implementation Checklist issued February 2006.
ALAR Toolkit Review and Implementation Checklist to be returned by States/Operators.
SE 1 CFIT/AP 1.01 - Terrain Avoidance Warning System (TAWS)
Advisory Bulletin CSEA 001 15 November 2004.Advisory Circular CSEA 001 01 August 2005Advisory Circular CSEA 001-A 10 November 2004
ICAO Annex 6 Part 1 6.15 Aeroplanes to be equipped with GPWS.AB CSEA 001AC CSEA 001AC CSEA 001-A
SE 2 CFIT/AP 1.06 - Standard Operating Procedures (SOP)
Advisory Bulletin CSEA 002 15 November 2004Advisory Circular CSEA 002-A 24 March 2004
SOPs as required by Annex 6/PANS OPSAB CSEA 002
2626
Implementation Status of the fifth SEARAST Conclusions
SE/AP SEARAST Conclusions and Actions Status by State
SE 3 CFIT/AP 1.03 - Precision-Like Approach Implementation (“21st Century Instrument Approaches”) (Vertical Angles – PAI 1-7, 11)
Advisory Circular CSEA 008 01 August 2005
AC CSEA 008
SE 10 CFIT/AP 1.08 - Airline Proactive Safety Programs (FOQA & ASAP)
Advisory Bulletin CSEA 007 30 June 2004Advisory Circular CSEA 007 30 June 2004
AB CSEA 007AC CSEA 007
2727
Implementation Status of the Fifth SEARAST Conclusions
SE/AP SEARAST Conclusions and Actions Status by State
SE-12/ AP 1.04 – CFIT - Training – CFIT Prevention
ALAR Toolkit distributed.
Advisory Bulletin CSEA 010
15 November 2004
ALAR Toolkit Review and Implementation Checklist to be returned by States/Operators.
AB CSEA 010
SE 14/15/16/AP 2.05 - ALAR – Policies for ALAR (Safety Culture)
Advisory Bulletin CSEA 006
30 June 2004
Advisory Circular CSEA 006
10 November 2004
AB CSEA 006
AC CSEA 006
SE 23/AP 2.01 - Approach and Landing Accident Reduction (Flight Crew Training)
Advisory Bulletin CSEA 010
15 November 2004
AB CSEA 010
2828
Implementation Status SEARAST Conclusions
SE/AP SEARAST Conclusions and Actions Status by State
SE 26/AP 3.03 - Loss of Control (SOPs)
Advisory Bulletin CSEA 002
Advisory Circular CSEA 002-A
24 March 200624 March 2006
AB CSEA 002
AC CSEA 002-A
SE 27/AP 3.04 - Loss of Control (Risk Assessment and Management)
Risk Assessment still being developed by FAA/JAA
No action required until FAA review completed.
SE28/AP 3.05 - Loss of Control
( Safety Information)
Advisory Circular CSEA 004
10 November 2004
AC CSEA 004
2929
Implementation Status SEARAST Conclusions
SE/AP SEARAST Conclusions and Actions Status by State
SE 29/AP 3.05 - Loss of Control
Advisory Bulletin CSEA 007
30 Jun 2004
Advisory Circular CSEA 007
30 Jun 2004
AB CSEA 007
AC CSEA 007
SE 30/AP 3.06 Open - Being worked by CAST No action
SE 31/AP 3.01 The Airplane Upset Recovery Training Aid has been distributed to all States.
Feedback is requested.
Tab 3
ALAR Toolkit Review and
Implementation Check list
ALAR Toolkit Review and Implementation Check list
State Airline
ALAR Component Action required Action taken
a. SOP Template Operators will review the content of the ALARToolkit SOPs Template and compare to the guidance contained in their manual system. If there are subject areas listed in the Template which are relevant to the operator’s circumstances and for which guidance is lacking or insufficient, operators will make changes or additions to their SOP as necessary.
Y / N
b. Approach and Landing Risk Reduction Guide
Operators will complete the checklists contained in the Risk Reduction Guide in order to identify possible shortcomings in organization, equipment and training. Where shortcomings are indicated, operators will take corrective action
Y / N
ALAR Toolkit Review andImplementation Check list
ALAR Component Action required Action taken
c. ALAR Briefing Notes (i)
Operators will review the content of the ALAR Briefing Notes and decide whether or not and to what extent the content of each note can be incorporated into company manuals and/or used in training and safety awareness.
Y / N
c. ALAR Briefing Notes (ii)
When the content of a briefing note is relevant to an operator’s specific operation, the information in the note will be made available to flight operations personnel in some form.
Y / N
c. ALAR Briefing Notes (iii)
When such information conflicts with current SOP, the operator will either modify the information contained in the note before making it available or will modify their SOPs in consideration of the information in the note.
Y / N
ALAR Toolkit Review and Implementation Check list
ALAR Component Action required Action taken
d. Approach and Landing Risk Awareness Tool
Operators will review the Approach and Landing Risk Awareness Tool for use as a briefing or training item.
Y / N
e. CFIT Checklist Operators will follow the CFIT checklist to calculate a CFIT Risk score for their operations and will address areas of weakness brought to light.
Y / N
f. ALAR Training ALAR classroom training for all flight crew members (during initial, upgrade, transition and recurrent training)
Y / N
g. Comments/requests for assistance.
Y / N
Tab 3Tab 3
Conclusions Conclusions of the of the
77thth Steering Committee Meeting Steering Committee Meeting
3535
Conclusions of Seventh SCM
DP 1: Programme Progress Report
Adopted the minutes of 6th Steering Committee Meeting (SCM) and Extraordinary SCM.
Approved the calendar year 2006 Tentative Work Plan.
The Directorate General of Air Communications of Indonesia will host the 8th SCM in Indonesia - date to be confirmed.
3636
Conclusions of Seventh SCMConclusions of Seventh SCM
DP 2: Southeast Asia Regional Aviation Safety Team (SEARAST)
Assign a high priority to SEARAST activities by COSCAP-SEA.
Ensure top-level support to SEARAST team members.
Explore the possibility of developing National Aviation Safety Teams and requested SEARAST to coordinate.
Approved the invitation of ATS providers to the SEARAST meeting.
Assist members in meeting their obligations under the Annex 1 Language Proficiency Requirements.
3737
Conclusions of Seventh SCM
DP 3: Revised ICAO Language Requirements
Resources permitting, COSCAP-SEA may consider providing further support and assistance in the implementation of the aviation language proficiency requirements (e.g., development of training
packages).
Hong Kong, China to host a seminar on the subject in late 2006 - open to all states in the Asia and Pacific region.
Tentatively scheduled for late November
3838
Conclusions of Seventh SCMConclusions of Seventh SCM
DP 4: Programme Budget and Contributions
Urged members to make their contributions as soon as possible.
Encouraged Associate Members and Industry Partners to continue their contributions to COSCAP-SEA.
Approved the project budget.
3939
Conclusions of Seventh SCM
DP 5: ICAO SMS Requirements
Utilize COSCAP-SEA as a forum to provide members with the latest developments concerning SMS.
Cooperate to provide workshops, seminars and courses to assist members in meeting the proposed requirements of ICAO SARPs
related to SMS.
SMS Workshop in Bangkok 11-15 September
Employ appropriate SMS expertise to assist and provide guidance to members regarding compliance with ICAO SARPs and drafting of
generic regulations and SMS manuals, resources permitting.
4040
Conclusions of Seventh SCMConclusions of Seventh SCM
DP 6: Programme Staffing
Reiterated extension of the programme through 2007.
COSCAP-SEA members should second national airworthiness inspectors for short-term assignments as necessary.
If resources permit, employ an International Airworthiness Expert for short periods.
IFFAS Grant for Airworthiness - Cambodia 8-19 May, Viet Nam 13 -17 Nov, and Lao PDR 4-8 December.
4141
Conclusions of Seventh SCM
DP 7: Update on ICAO USOAP Programme
Continue to provide regular updates to members on developments concerning the USOAP programme.
CTA and members organize workshops on specific safety oversight functions related to USOAP expansion.
ICAO to provide support to such workshops to the greatest extent possible.
4242
Conclusions of Seventh SCM
DP 7: Update on ICAO USOAP Programme
On request, COSCAP-SEA to provide support to members in preparing corrective action plans subsequent to audits.
Engage short-term experts in the areas of USOAP expansion, resources permitting.
Members with qualified USOAP auditors in their administrations should consider loaning such qualified personnel to other members who are
preparing for forthcoming audits and lack in-house expertise.
4343
Conclusions of Seventh SCM
DP 8: COSCAP-SEA Benefits to States Quantified
Endorsed the methodology employed in quantifying benefits to members.
In addition to benefits to individual members, requested the CTA to improve the methodology, making it as equitable as possible and calculating the benefit by each COSCAP activity.
Present a further update on the improvement of the methodology at the next SCM.
4444
Conclusions of Seventh SCM
DP 9: Safety Benefits of COSCAP Programme
Regularly update the safety data.
DP 10: Consolidation of SAR Services within Regions
Utilize COSCAP-SEA as a forum for exchange of information and input of specialist expertise on this subject.
Tab 3 Tab 3
Annexes 1 & 6 Annexes 1 & 6 UpdateUpdate
4646
Annex 1 Current Amendment 166Annex 1 Current Amendment 166
Amendment to the medical provisions; new provisions on Amendment to the medical provisions; new provisions on approved training organizations.approved training organizations.
Adopted: 21 February 2005Adopted: 21 February 2005
Effective: 11 July 2005Effective: 11 July 2005
Applicable: 24 November 2005Applicable: 24 November 2005
4747
Annex 1 Proposed Amendment 167Annex 1 Proposed Amendment 167
Standard: airline pilots to continue flying as pilot-in-Standard: airline pilots to continue flying as pilot-in-command until the age of sixty-five yearscommand until the age of sixty-five years
Limitation: multi-crew operations Limitation: multi-crew operations
Proviso: no other pilot has attained the age of sixty and Proviso: no other pilot has attained the age of sixty and that all pilots over age sixty undergo a medical assessment that all pilots over age sixty undergo a medical assessment every six months. every six months.
Recommendation: same limit to apply to co-pilots Recommendation: same limit to apply to co-pilots
ICAO will monitor the implementation of this new age ICAO will monitor the implementation of this new age limitation in light of experience gained by States and any limitation in light of experience gained by States and any relevant research information that becomes available.relevant research information that becomes available.
4848
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
personnel licensing requirements for airship and powered-personnel licensing requirements for airship and powered-lift aircraftlift aircraft
new aeroplane pilot license, the Multi-crew Pilot License new aeroplane pilot license, the Multi-crew Pilot License (MPL), that qualifies the license holder to perform the co-(MPL), that qualifies the license holder to perform the co-pilot duties on aeroplanes operated with more than one pilot duties on aeroplanes operated with more than one pilot. pilot.
Note:Note: This licence complements, This licence complements, but does not replace,but does not replace, the the existing ways of qualifying as co-pilot on aeroplanes existing ways of qualifying as co-pilot on aeroplanes operated with more than one pilot.operated with more than one pilot.
4949
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
Aircraft required to be operated with a co-pilot: Aircraft required to be operated with a co-pilot: A type of A type of aircraft that is required to be operated with a co-pilot as aircraft that is required to be operated with a co-pilot as specified in the flight manual or by the air operator specified in the flight manual or by the air operator certificate.certificate.
Airship. Airship. A power-driven lighter-than-air aircraft.A power-driven lighter-than-air aircraft.
Airmanship. Airmanship. The consistent use of good judgement and The consistent use of good judgement and well-developed knowledge, skills and attitudes to well-developed knowledge, skills and attitudes to accomplish flight objectives.accomplish flight objectives.
5050
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
Commercial air transport operation. Commercial air transport operation. An aircraft operation An aircraft operation involving the transport of passengers, cargo orinvolving the transport of passengers, cargo or
mail for remuneration or hire.mail for remuneration or hire.
CompetencyCompetency. . A combination of skills, knowledge and A combination of skills, knowledge and attitudes required to perform a task to the prescribedattitudes required to perform a task to the prescribed
standard.standard.
Competency elementCompetency element. An action that constitutes a task that . An action that constitutes a task that has a triggering event and a terminating eventhas a triggering event and a terminating event
that clearly defines its limits, and an observable outcome.that clearly defines its limits, and an observable outcome.
Competency unitCompetency unit. A discrete function consisting of a . A discrete function consisting of a number of competency elements.number of competency elements.
5151
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
CreditCredit. . Recognition of alternative means or prior Recognition of alternative means or prior qualifications.qualifications.
Cross-CountryCross-Country. . A flight between a point of departure and a A flight between a point of departure and a point of arrival following a pre-planned route using point of arrival following a pre-planned route using standard navigation procedures.standard navigation procedures.
5252
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
ErrorError. An action or inaction by the flight crew that leads to . An action or inaction by the flight crew that leads to deviations from organizational or flight crewdeviations from organizational or flight crew
intentions or expectations.intentions or expectations.
Error management. Error management. The process of detecting and The process of detecting and responding to errors with countermeasures that reduce or responding to errors with countermeasures that reduce or eliminate the consequences of errors, and mitigate the eliminate the consequences of errors, and mitigate the probability of further errors or undesired aircraftprobability of further errors or undesired aircraft
states.states.
NoteNote.— .— See Attachment D of Chapter 3 of the See Attachment D of Chapter 3 of the Procedures Procedures for Air Navigation Services – Training for Air Navigation Services – Training for a description of for a description of undesired aircraft states.undesired aircraft states.
5353
Table 3. Examples of undesired aircraft states (List not inclusive)
Aircraft handling:Aircraft handling:
Aircraft control (attitude).Aircraft control (attitude).
Vertical, lateral or speed deviations.Vertical, lateral or speed deviations.
Unnecessary weather penetration.Unnecessary weather penetration.
Unauthorized airspace penetration.Unauthorized airspace penetration.
Operation outside aircraft limitations.Operation outside aircraft limitations.
Unstable approach.Unstable approach.
Continued landing after unstable approach.Continued landing after unstable approach.
Long, floated, firm or off-centreline landing.Long, floated, firm or off-centreline landing.
5454
Table 3. Examples of undesired aircraft states (Cont’d)
Ground navigationGround navigation
Proceeding towards wrong taxiway/runway.Proceeding towards wrong taxiway/runway.
Wrong taxiway, ramp, gate or hold spot.Wrong taxiway, ramp, gate or hold spot.
Incorrect aircraft configurations.Incorrect aircraft configurations.
Incorrect systems configuration.Incorrect systems configuration.
Incorrect flight controls configuration.Incorrect flight controls configuration.
Incorrect automation configuration.Incorrect automation configuration.
Incorrect engine configuration.Incorrect engine configuration.
Incorrect weight and balance configuration.Incorrect weight and balance configuration.
5555
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
Synthetic flight trainer : Flight simulation training device Synthetic flight trainer : Flight simulation training device (Definition unchanged)(Definition unchanged)
Performance criteriaPerformance criteria. . A simple, evaluative statement on the A simple, evaluative statement on the required outcome of the competency element and a required outcome of the competency element and a description of the criteria used to judge if the required description of the criteria used to judge if the required level of performance has been achieved.level of performance has been achieved.
5656
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
Pilot-in-command under supervision. Pilot-in-command under supervision. Co-pilot performing, Co-pilot performing, under the supervision of the pilot-in-command, the duties under the supervision of the pilot-in-command, the duties and functions of a pilot-in-command, in accordance with a and functions of a pilot-in-command, in accordance with a method of supervision acceptable to the Licensing method of supervision acceptable to the Licensing Authority.Authority.
Quality systemQuality system. Documented organizational procedures and . Documented organizational procedures and policies; internal audit of those policies and procedures; policies; internal audit of those policies and procedures; management review and recommendation for quality management review and recommendation for quality improvement.improvement.
5757
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
Threat. Threat. Events or errors that occur beyond the influence of Events or errors that occur beyond the influence of the flight crew, increase operational complexity and which the flight crew, increase operational complexity and which must be managed to maintain the margin of safety.must be managed to maintain the margin of safety.
Threat management. Threat management. The process of detecting and The process of detecting and responding to the threats with countermeasures that responding to the threats with countermeasures that reduce or eliminate the consequences of threats, and reduce or eliminate the consequences of threats, and mitigate the probability of errors or undesired aircraft mitigate the probability of errors or undesired aircraft states.states.
NoteNote.— .— See Attachment D of Chapter 3 of the See Attachment D of Chapter 3 of the Procedures Procedures for Air Navigation Services – Training for Air Navigation Services – Training for a description of for a description of undesired aircraft states.undesired aircraft states.
5858
Annex 1 Proposed Amendment 167 (continued)Annex 1 Proposed Amendment 167 (continued)
Aircraft general knowledge – additional requirements, Aircraft general knowledge – additional requirements, including:including:
Hazardous weather conditionsHazardous weather conditions
Principles of threat and error managementPrinciples of threat and error management
Application of threat and error management principles to Application of threat and error management principles to operational performance;operational performance;
Note.— Material on the application of threat and error Note.— Material on the application of threat and error management is found in Part II, Chapter 2 of the management is found in Part II, Chapter 2 of the Human Human Factors Training Manual Factors Training Manual (Doc 9683).(Doc 9683).
5959
Annex 6 Current Amendment 29Annex 6 Current Amendment 29
New rules governing single pilot operations; single engine New rules governing single pilot operations; single engine turbine powered aircraft and RVSMturbine powered aircraft and RVSM
Adopted 9 March 2005Adopted 9 March 2005
Effective 11 July 2005Effective 11 July 2005
Applicable 24 November 2005Applicable 24 November 2005
6060
Annex 6 Proposed Amendment 30Annex 6 Proposed Amendment 30
pilot recent experience and proficiency check pilot recent experience and proficiency check requirements, requirements,
cross-crew qualification and cross crediting of experience, cross-crew qualification and cross crediting of experience,
evaluation of competency,evaluation of competency,
threat and error management and threat and error management and
the biannual pilot proficiency check.the biannual pilot proficiency check.
6161
Annex 6 Proposed Amendment 30 (cont’d)Annex 6 Proposed Amendment 30 (cont’d)
pilot awareness of operational requirements determined by pilot awareness of operational requirements determined by procedure design;procedure design;
qualifications for flight operations officers/flight qualifications for flight operations officers/flight dispatchers and dispatchers and
the critical elements of a State regulatory system;the critical elements of a State regulatory system;
6262
Annex 6 Proposed Amendment 30 (cont’d)Annex 6 Proposed Amendment 30 (cont’d)
the carriage of a copy of the air operatorthe carriage of a copy of the air operator
certificate in aircraft;certificate in aircraft;
legal guidance for the protection of information from legal guidance for the protection of information from safety data collection and processing systems;safety data collection and processing systems;
6363
Annex 6 Proposed Amendment 30 (cont’d)Annex 6 Proposed Amendment 30 (cont’d)
safety management provisions and references to new safety management provisions and references to new guidance material on the concept of acceptable level of guidance material on the concept of acceptable level of safety.safety.
6464
Annex 6 Proposed Amendment 30 (cont’d)Annex 6 Proposed Amendment 30 (cont’d)
Safety Programme: Safety Programme: an integrated set of regulations and an integrated set of regulations and procedures designed to improve safety – procedures designed to improve safety – for Statesfor States
Safety Management System: Safety Management System: a systematic approach to a systematic approach to managing safety, including the necessary organizational managing safety, including the necessary organizational structures, accountabilities, policies and procedures – structures, accountabilities, policies and procedures – for for aircraft operators, maintenance organizations, air traffic aircraft operators, maintenance organizations, air traffic services providers and aerodrome operatorsservices providers and aerodrome operators
6565
STATES must:STATES must:
establish a safety programme including an acceptable level establish a safety programme including an acceptable level of safety for all activitiesof safety for all activities concerned concerned
require operators, maintenance organizations and service require operators, maintenance organizations and service providers to implement a safety management systemproviders to implement a safety management system
Verify; and correct any deviations Verify; and correct any deviations
Applicability date: 23 November 2006 Applicability date: 23 November 2006
6666
ICAOICAO
Guidance material - Safety Management Manual (Doc Guidance material - Safety Management Manual (Doc 9859) and Appendix E to Annex 119859) and Appendix E to Annex 11
Analysis of all annexesAnalysis of all annexes
Develop model regulationsDevelop model regulations
Training courses –Training courses –
Bangkok, Sept. 2006Bangkok, Sept. 2006
6767
Annex 2 Rules of the Air – Annex 2 Rules of the Air – New TextNew Text
3.2 Avoidance of collisions3.2 Avoidance of collisions
Nothing in these rules shall relieve the pilot-in command of Nothing in these rules shall relieve the pilot-in command of an aircraft from the responsibility of taking such action, an aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on including collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment, as will resolution advisories provided by ACAS equipment, as will best avert collisionbest avert collision
Coffee Break
Tab 5Tab 5
New Safety EnhancementsNew Safety Enhancements
Cabin Safety & GPSCabin Safety & GPS
7070
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements
Statement of Work
Controlled Flight Into Terrain (CFIT) - accidents, where a properly functioning aircraft under the control of a fully qualified and
certificated crew is flown into terrain with no apparent awareness on the part of crew, could be substantially reduced or eliminated with the installation of GPS equipment and procedures for operating into areas
with limited navigation aids. GPS is critical to achieving the full potential AB/AC SEA001 (TAWS) in a limited ground navigation aid
environment.
7171
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
Statement of WorkStatement of Work
This SE ensures that the maximal risk reduction for SE-6, SE-7 and SE-8 is achieved. Incorporation of ADS-B requires GPS equipped
airplanes and may offset total cost. Additionally, revisions to TAWS terrain databases, alerting algorithms, and optional features should be
incorporated into the TAWS equipment to ensure the accuracy and timeliness of the TAWS warnings and displays.
7272
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
Statement of Work
Existing airplanes used in commercial operations worldwidehave varying operational capabilities and limitations. Thesevarious
capabilities and limitations require the development and employment of a variety of strategies to improve the overall safety of approach
operations.
7373
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
Statement of Work
The operational capabilities of the worldwide fleet may be represented as a continuum; however, for the purpose of this safety enhancement
the airplanes have been categorized as “Classic,” “Standard” and “Advanced.”
Classic airplanes - airplanes typically equipped with electro-mechanical flight instruments, basic navigation capability (i.e., VOR, DME, ADF and possibly first generation Inertial Navigation System
(INS).
7474
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
Statement of Work
Standard airplanes - airplanes with multi-sensor RNAV Flight Management Systems (FMS), Electronic Flight Instruments and
Electronic Map Displays (the majority of airplanes produced during the past fifteen years).
Advanced airplanes - airplanes equipped similar to the Standard airplanes but with advanced navigation capabilities (e.g., GPS sensors and RNP) and possibly enhanced situation awareness systems such as
Terrain Awareness Warning System [TAWS - a.k.a., E-GPWS].
7575
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
Safety EnhancementSafety Enhancement
Current production models, new type design airplanes, and existing aircraft where appropriate include GPS equipment and TAWS
updating enhancements. Standard operating procedures established to
help flight crews operate in areas with limited navigation aids.
7676
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 1
Operators shall establish, as appropriate, standard operating procedures (SOP’s) that advise flight crews of the possible increased risk of
operating into areas with limited ground based navigation aids and that help verify the aircraft’s actual position relative to displayed ground track. Operators shall also develop procedures that match aircraft
capability to the NAVAID environment at the expected arrival location.
7777
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 1 (Cont’d)
Recommendation: Develop SOP’s; communicate the rationale behind the necessity for these SOP’s (reference events involving map shifts and/or
ground navigation equipment failures).
7878
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 2
Manufacturers will install GPS capability as standard equipment in all current production model airplanes and new type designs.
Recommendation: Communicate with manufacturers and obtain commitment to install GPS on all current production model airplanes
and all new type designs.
7979
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 3
Operators will be encouraged to install GPS capability on all “Standard” airplanes. As a minimum, modify equipment to integrate GPS capability into the TAWS. Note: “Classic”
airplanes are currently equipped with GPS TAWS and additional change is not required
8080
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 3 (Cont’d)
Recommendation: ATA to communicate with all operators to explain the rationale for the incorporation of GPS equipment. As a
minimum, Operators of standard airplanes will modify TAWS equipment to include GPS capability and be encouraged to install
GPS for navigation capability.
8181
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 4
Operators shall establish procedures to ensure that TAWS terrain databases are updated in accordance with the manufacturer’s
recommendations.
Resources: No significant cost ATA (LOOC), Airlines/Operators, manufacturers
8282
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 4 (Cont’d)
Recommendation: TAWS Manufacturers will provide recommendations for incorporation of TAWS terrain database updates to operators. Operators will develop and implement
procedures for updating TAWS terrain databases on all airplanes in accordance with the manufacturer’s recommendations.
8383
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 5
AIA, ATA, RAA, NACA, and Operators shall establish procedures to review and form a consensus on TAWS manufacturers’
recommended updates associated with the underlying TAWS alerting algorithms. Manufacturers, operators and regulators shall work together to incorporate those updates considered beneficial to
enhancing CFIT protection.
8484
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 5 (Cont’d)
Recommendation
Operators, in conjunction with manufacturers will review, form a consensus, and implement updates to TAWS operating algorithms
that are considered beneficial to enhancing CFIT protection. Operator Associations will communicate to members the rationale for keeping their TAWS equipment updated to the latest applicable
configuration of operating algorithms respective to CFIT protection.
8585
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 5 (Cont’d)
Recommendation
Manufacturers shall incorporate those TAWS alerting algorithms updates into production airplanes. AIA to encourage manufacturers
to develop service bulletins for upgrading existing TAWS on in-service airplanes. Manufacturers, Operators, and the FAA will
coordinate/work together to enable desired changes to be incorporated efficiently.
8686
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 6 : Optional TAWS features
AIA, ATA, RAA, NACA, and Operators shall establish procedures to review available optional/selectable TAWS features not currently
used by the Airline and form a consensus on those features that would enhance CFIT protection for their operation. Manufacturers,
operators and regulators and shall work together to facilitate efficient incorporation of those desired optional/selectable TAWS
features.
8787
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 6: Optional TAWS features (cont’d)
Recommendations
AIA, ATA, RAA, NACA, and Operators shall establish procedures to review available optional/selectable TAWS features (such as peaks and obstacles) if not currently active to form a consensus on those features that would enhance CFIT protection for their operation (obstacles exist
and are mapped). Manufacturers to develop service bulletins for the retrofit of existing airplanes where applicable.
8888
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements - Outputs
Output 6Output 6: Optional TAWS features (cont’d: Optional TAWS features (cont’d))
Recommendations
Airplane manufacturers will work to encourage customers to select such options on production airplanes and new type designs. Manufacturers, Operators, and the FAA will coordinate/work
together to enable efficient activation of those TAWS features that operators desire to enhance CFIT protection.
8989
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
SE-120 Risk evaluation
This SE (Outputs 2 & 3) installs GPS so that TAWS can utilize GPS position information.. GPS updating ensures that TAWS functions
reliably when operating into areas with limited ground base navigation aids and reduces the risk in those situations where a map
shift/navigation error may occur. The initial TAWS fatality risk reduction estimate was based on the assumption that the navigation
system would be reliable and accurate.
9090
SE – 120Map Shift Detection/Prevention, GPS Installation &
TAWS Enhancements (Cont’d)
SE-120 Risk evaluation
The risk reduction effectiveness of SE-6, SE-7 and SE-8 will be significantly reduced without the benefit of GPS. The lack of GPS will also adversely affect the safety benefits of the CAST plan in
regions other than the U.S. and Europe (e.g., Latin America CFIT is 67% of the total risk)
Note: Additionally, GPS position could enable improved TCAS effectiveness and advanced runway incursion systems.
Note: Additionally, GPS position could enable improved TCAS effectiveness and advanced runway incursion systems.
Tab 5Tab 5
New New CAST/JSSI Safety Interventions
SE – 78 Procedures for Reducing Cabin Injuries
9292
SE – 78 Procedures for Reducing Cabin Injuries
Statement of Work
Reduce turbulence injuries to flight attendants (FA’s) and passengers through improved situational awareness, turbulence encounter
management procedures (before, during and after encounter), and enhanced communication methodologies standardized across all air
operators.
9393
SE – 78 Procedures for Reducing Cabin Injuries
(Cont’d)
Issue
Data has consistently shown that most turbulence-related injuries occur to FA’s and passengers who are not properly secured. Over
the years, Government and industry efforts have addressed this issue in an attempt to reduce turbulence injuries to FA’s and passengers.
9494
SE – 78 Procedures for Reducing Cabin Injuries
Issue
These efforts have lacked overall coordination and consequently have not been effective, as indicated by the increasing trends in FA
injuries. Central to the organizational strategy will be the integration of these various efforts combined with current data to
develop comprehensive guidance.
9595
SE – 78 Procedures for Reducing Cabin Injuries
Output 1:: Develop industry consensus best practices for policies, procedures, terminology, training, and flight crew/cabin crew
communications to minimize cabin occupant exposure to turbulence, especially for FA’s. This should include, as a minimum, the
information contained in the attached Template.
9696
SE – 78 Procedures for Reducing Cabin Injuries
Output 2:: Document industry best practices in a new AC incorporating, at a minimum, the information on the attached template. State Guidance Material should also be reviewed to
determine if it is appropriate to add information from these best practices.
Output 3: : Revise procedures, develop airline training programs, and implement them in annual recurrent training for flight and cabin
crews.
9797
SE – 78 Procedures for Reducing Cabin Injuries
Recommendations
Development of AC based on Output 1 and 2.
Airlines -- Revise FA, pilot and dispatcher standard operating
procedures and training programs to incorporate the recommendations
and best practices contained in the AC.
Airlines -- Conduct the upgraded training during annual recurrent
training for FA's and pilots to implement the recommendations and
best practices contained in the AC.
- END -
THANK YOU