jul-aug2012

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28 FEATURE Hazard ID In plane sight – hazard ID and SMS PASSENGER CITIZEN / JOHN MR DATE JULY 2012 CARRIER CITY AIR CASA safety systems inspector, Leanne Findlay, and ground operations inspector, David Heilbron, look at the vital role hazard- ID plays in safety management systems Operational safety Aviation companies have different safety-related procedures. A ‘keeping-it-simple’ approach assumes a basic understanding by all staff (including subcontractors), across all areas of the operation, of the hazard identification processes and procedures available to them. You can use The SHEL model (sometimes referred to as the SHEL[L] model) to help visualise the relationships between the various parts of an aviation system. This model emphasises individual human interfaces with the other parts of the aviation system, in line with International Civil Aviation Organization (ICAO) standards. The process of hazard identification never stops. Every flight is different, every passenger and combination of passengers is different, and new technology and its effects on the various combinations of interfaces can create new hazards and, in turn, risks. Many organisations are now developing safety management systems, which ideally reflect an ability to continually review and improve processes and procedures to adapt to change. Introducing any change to an operation should elicit more safety reports, and this additional data can be analysed, acted upon and monitored to mitigate risk. Change might include the fine-tuning of procedures, new equipment, a reduction or increase in personnel, or turnover of personnel. During these changes, everyone with the ability to report hazards and identify their potential risks needs to understand the many forms hazards can take.
Flight Safety Australia Issue 87 July–August 2012 29 CANBERRA ² BRISBANE CBR ² BNE FLIGHT FSA87 BOARDING TIME 2030 GATE 8 SEAT NO. 12B PASSENGER CITIZEN / JOHN MR FLIGHT FSA87 When designing training, consider the target audience: What do staff need to know? What do staff need to look for? (e.g. baggage size and weight, able-bodied passengers, oxygen bottle types, medical requirements.) Why are these identified as hazards, or potential hazards? Why do staff need to report hazards? Will operational staff know what a hazard is if they do not understand the concept? Why are identification and reporting important, even if the hazard does not cause an incident or accident? Anything noticed (smelt, seen, heard) and identified as a hazard has to be reported to someone who can address the issue and prevent a possible incident or accident. Operational staff need to know that their contributions to the safety reporting system will be used to strengthen systems, in the spirit of a ‘just’ safety culture. CASA safety systems inspector, Leanne Findlay, and ground operations inspector, David Heilbron, recognise the importance of operational safety personnel understanding what to report. Training of new staff, combining the use of theory, role-plays and formal on-the-job experience of hazard identification, can consolidate awareness of hazards and risks. Training records should document all forms of initial and recurrent training. Asking experienced staff to mentor newer staff helps them to recognise potential hazards in the workplace. Each event can have different variables, and situations will not necessarily follow a scenario that the staff have seen before, or read about in a textbook. continued on page 64
Page 1 and 2: 87 July-August 2012 Unmanned aircra
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Page 19 and 20: Check your flight notifications The
Page 21 and 22: Australian accidents/incidents 01 A
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Page 55 and 56: If in doubt, don’t take-off ATSB
Page 57 and 58: Night flying-make sure you’re qua
Page 59 and 60: REPCON BRIEFS Australia’s volunta
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Page 75 and 76: 2012 Have trouble finding aviation

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