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64 FEATURE Hazard ID continued from page 28 The following scenario illustrates a day in the life of City Air, a fictitious airline. City Air has recently rolled out the latest version of its SMS course to operational staff. The course included a module on hazard identification: what hazards are, how to identify them, and how and when to report them. It also talked about the risk assessment process the airline followed and its feedback process to those who submitted the hazard incident report. All these are crucial for supporting the safety culture of the organisation and improving staff engagement with, and commitment to, the safety reporting system. As you read through the scenario note down your thoughts, identify the hazards and help staff improve safety at City Air. In the next issue of Flight Safety Australia we will follow up on any reader feedback. The following questions could assist you: What are the hazards in the scenario? Should they be reported and why? Will they assist in improving safety at City Air? Scenario Note: The characters and airline in the story are fictional. The stories have been compiled from data and experiences from different situations, airlines and countries, and are not a reflection of any particular airline. At check-in Tuesday morning appears to be a regular working day for ground staff at the City Airport. Check-in opens on time and passengers are ready to check in or drop their bags off. At counter one, passenger Sarah presents her cabin bag to the agent. It appears to be larger than the size accepted as cabin baggage. The check-in agent asks Sarah to put the bag in the cabin baggage test unit next to the counter, but then realises there is no test unit nearby. Sarah refuses to check the bag in and leaves for the boarding gate. At counter four, the check-in agent hears that passenger Gary is going camping and has a small gas burner in his cabin baggage. The check-in agent tells Gary he is unable to take the burner on board, or pack it in his checked-in luggage, because it is a dangerous goods item. While Dianne checks in at counter four she is talking to her travel companion and mentions the quality of the bathroom cleaner she has packed, which will easily remove the stains on the tiles of her beach house. The agent overhears the conversation and explains to the passengers that cleaning agents are considered dangerous goods and Dianne will not be able to check in her bag until she has removed the cleaner from it. At counter two, 11-year-old Patrick and his little sister Jane (five years old) have just turned up on their own. They explain that their grandmother is parking the car and will be in the terminal shortly, but they are flying back home without her. When the check-in agent looks up the children’s details on the computer, he notices that they are not identified as ‘unaccompanied minors’ in the reservations system. At the gate At gate one, Anna approaches the gate agent and asks if she can change her seat allocation. The seat she has been allocated is in the emergency exit row and she thinks it will not recline. The agent makes the change, expecting the seat to be filled by another passenger because check-in is open for another 15 minutes. Boarding has commenced at gate three. The agent at the gate notices passenger Robert carrying what appears to be a small suitcase with a cover. When the agent sees Robert’s boarding pass she notices that he has used web check-in and decided to ask him if he is carrying anything particular in the suitcase. Robert explains that it is an oxygen cylinder he carries because of a respiratory condition. The agent asks Robert to show her the oxygen cylinder, and also if she can see a medical certificate permitting him to travel on an aircraft. She notices that the oxygen bottle is a brand listed in the dangerous goods manual, but after seeing Robert’s medical certificate allows him to board the aircraft. However, the gate agent then realises she has never actually seen an oxygen bottle that could be transported as cabin baggage. On the tarmac While a City Air staff member is marshalling passengers onto an aircraft via the tarmac she notices a teenage passenger using her mobile phone. When the staff member approaches her, passenger Victoria explains she was texting her mother to tell her that the flight was about to depart. Victoria also says that because she was using earphones, she had not heard the boarding announcement at the gate telling passengers to turn off mobile phones before walking on to the tarmac. Victoria turns her mobile phone off and boards the aircraft. At bay 6, ramp staff are handling an aircraft that is due to depart in 35 minutes. One of the tug drivers drops off two barrows at bay 6, on his way to the baggage room. As he approaches the taxiway crossing, he receives a radio call. He answers it and talks for what seems to be about 30 seconds, taking his eyes off the road. After the conversation he lifts his head and sees an aircraft taxiing in front of his tug.
Flight Safety Australia Issue 87 July–August 2012 65 CANBERRA ² BRISBANE CBR ² BNE FLIGHT FSA87 BOARDING TIME 2030 GATE 8 SEAT NO. 12B PASSENGER CITIZEN / JOHN MR FLIGHT FSA87 On board Almost all the passengers have boarded the aircraft departing from gate one. Sarah is trying to make her sports bag fit in the overhead locker. There is no room for the bag, so she presses the call button. One of the cabin crew comes over to help her and says that the sports bag is too big and heavy and should have been checked in. Sarah agrees and the bag is taken by one of the ground staff. John and his wife Claire realise they have left vital medications at home and will have to disembark. They tell ground staff they have checked in four bags, so these have to be offloaded. It takes more than half an hour for ramp staff to find the bags. An executive sitting in the emergency row with his wife decides that they also have to disembark because he will not make it to his meeting. The emergency exit row is now empty and according to the airline’s policy at least two passengers need to sit in that row, so they can help to open the over-wing exits in an emergency. The cabin crew now have to find suitable passengers to sit in the exit row. All this causes another 15-minute delay. Preparation for take-off The last door on the delayed flight at gate one is closed and the cabin crew are securing the cabin for take-off. The safety demonstration has finished and the crew are walking to their seats. A passenger is talking on his mobile phone. The cabin crew ask him to turn it off. In the meantime, another passenger stands up and starts to walk to the toilet. Cabin crew remind the passenger that the seatbelt sign is on, so she has to stay seated. The young passenger returns to her seat and apologises, saying that she had been listening to music during the safety demonstration and that this was the first time she had ever been on an aircraft. In the next edition of Flight Safety we will discuss some of the hazards that can be identified in the above scenario. We will talk about why they needed to be reported and what possible consequences they could have for the safety of City Air. Remember that all reported hazards are important data for your SMS. They should all be reported, even if the problem can be fixed on the spot. The eleven basic risk factors (BRFs) 1. Hardware 2. Design 3. Maintenance management 4. Procedures 5. Error-enforcing conditions 6. Housekeeping 7. Incompatible goals 8. Communication 9. Organisation 10. Training 11. Defences For more information ICAO Doc 9859. AN/474 Safety Management Manual (SMM) Second edition, ICAO (2009), Montreal, Canada ICAO Doc 9859. AN/474 Safety Management Manual (SMM) Third edition, ICAO (2012) is due for release shortly SMS for aviation: a practical guide. CASA resource kit, due mid-July 2012.
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