NATA Safety 1st eToolkit – Issue 44 – July/August, 2008 Page 1

NATA Safety 1st eToolkitNATA Safety 1st eToolkit

The NATA Safety 1st Management System (SMS) for Ground Operations is a great way to manage safety on your ramp. Many of the tools discussed in this and other eToolkits will be provided to SMS and PLST Online participants to assist with safety.

Welcome to the 44th issue of the NATA Safety 1st eToolkit, our online safety newsletter, supporting our NATA Safety 1st Management System (SMS) for Ground Operations and Professional Line Service Training (PLST) Online.

Our safety newsletter highlights known and emerging trends, environmental and geographical matters, as well as advances in operational efficiency and safety. Flight and ground safety have been enhanced and many accidents prevented because of shared experiences. We encourage you to share with us and pass this newsletter along to others who may benefit.

Effective Risk Management – 6 Simple Steps

By: Joe Brown, MAS, ATP, CFI, CFII, MEI www.thesalusnetwork.com joe.brown@thesalusnetwork.com The world of aviation presents us with many exciting challenges and dangers every day. We operate in an environment that is constantly in flux, from geographic region to weather, temperature extremes, ATC congestion, day versus night, crew pairing, extended duty times, the list goes on and on. As part of this exciting challenge, we all must manage the risks that we are exposed to in order to ensure continual safe operations. But what is risk? And more importantly, how do we handle risk once it’s discovered? This article is designed to answer these important questions by examining the following:

• Defining and distinguishing the different hazards and risks;

• Discussing active and latent failure implications to risk; and,

• Reviewing the six steps to effective risk management.

Hazards and Risks Risk is inherent in most of the things that we do. History is rich with examples of the serious nature of aviation’s encounters with risk. But before we can effectively manage risk we really need to know what risk is? Risk, really, is an abstract concept, otherwise stated as the future impact of a hazard. Okay, so what is a hazard then and how does it relate to risk? FAA Order 8040.4 defines a hazard as:

“…a condition, event, or circumstance that could lead to or contribute to an undesirable event. A common example of a hazard is an exposed electrical cord in a hallway. Some examples of hazards in aviation are aging aircraft, extended duty times, icing conditions, and thunderstorms along the route of flight.”

It is important to point out that hazards are tangible or observable. In other words, they can be objects, conditions, or behaviors.

In our industry, there are many high profile careers for which an extensive amount of training is required – airplane pilots, air traffic controllers or aircraft mechanics, to name a few. These careers employ regimented training steps that are well

Volume I, Issue 44 July/August, 2008

In This Issue:

Effective Risk Management – 6 Simple Steps .......................... 1 Reader Corner .......................................................................... 8 NATA Updates .......................................................................... 8 How To Build a Successful FBO............................................... 9 Check Out Your Hearing......................................................... 10 Continuing Education.............................................................. 13 Cruise Registration ................................................................. 14 PLST Online Order Form ........................................................ 15 SMS for Ground Operations ................................................... 16

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 2

NATA Safety 1st eToolkitNATA Safety 1st eToolkitFor those of us who have incorporated “System Safety” into our organizations, we proactively and continually search for hazards throughout our operating system. We no longer wait for a specific problem to occur in order to identify associated hazards. Rather, our approach is to identify hazards or concerns without the discovery of a specific problem, incident, or occurrence. By doing so, we are practicing proactive safety management. As an example, if we regularly evaluate our manual system for faulty procedures that could lead to personnel not completing a task correctly, then we are following a proactive approach. However, if we observe a procedure not accomplishing a desired result and we can trace that procedural failure back to poorly written manuals, then we are assuming a reactive approach to hazard identification. Now that we have a better understanding of a hazard we can take a closer look at risk. Because risk is an abstract concept, unlike a hazard, it can be formally defined as an expression of an impact of an undesirable event in terms of “event severity” and “event probability”. In other words, risk is the combination of the chance something bad will happen and how bad the outcome may be. At this point you may be wondering, so if a hazard is a condition, event, or circumstance, is this something that exists now or in the future? The answer is that hazards exist in the present. On the other hand, risk exists only in the future. Risk needs something to determine its actual probability and severity and that something is known as a “triggering event”. Because risk exists only in the future, it is only an expression of the probability and severity of a possible future occurrence. Normally, some condition or triggering event is required for the consequence to occur. A triggering event is some sort of activity or action, such as a distraction, omission, interruption, physically doing something or simply making a mistake. Remember the electrical cord we discussed earlier when we defined a hazard? The electrical cord left on the hallway floor represents a hazard. The electrical cord only represents a risk if someone attempts to walk down the hallway, of course the risk being that someone will trip on the cord and sustain an injury. In this case, the triggering event is someone actually walking down the hallway thereby being exposed to the hazard.

NOTE: Attaining “zero-risk” is highly improbable! Let’s take a look at some of aviation risks from the earlier discussed examples of hazards:

• HAZARD (present condition) – aging aircraft on the ground with cracks in pressure vessel • TRIGGERING EVENT (action) – cracks not detected by maintenance personnel • RISK – aircraft departs, begins to pressurize and pressure vessel fails

• HAZARD (present condition) – icing conditions exist (ground and flight) • TRIGGERING EVENT (action) – flight crew fails to check wing surfaces • RISK – aircraft departs with contaminated wings and stalls during takeoff

• HAZARD (present condition) – thunderstorms present • TRIGGERING EVENT (action) – improper use of airborne radar • RISK – encounter thunderstorms along the route of flight leading to loss of control

NOTE: If you cannot associate severity and probability with a situation, then there

is no level of risk.

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 3

NATA Safety 1st eToolkitNATA Safety 1st eToolkit Active and Latent Failures No discussion of hazards and their associated risks would be complete without exploring the relationship between active and latent failures. We have to exercise caution when identifying hazards in order to avoid thinking that hazards only are the result of a system or component failure. This is not always the case. Although hazards and failures are linked, hazards can exist without anything actually failing. An active failure is an error having an immediate adverse affect, generally associated with personnel performing a task(s). Examples include poor communications, fatigue, time pressure, poor procedures, and inadequate training. A latent failure, on the other hand, is a condition that may not generate visible consequences for a long time. Latent failures are really conditions that could lead to a failure. They either affect the probability or provide a triggering event. Latent failures may become evident when a catalyst or triggering event combines with an active failure (i.e. technical problems) or other adverse conditions in such a way as to produce an accident. Triggering events are important because they increase the probability that a latent failure will become an active failure. An example of a latent failure contributing to an accident is:

• LATENT FAILURE (hazard): a poorly designed de-icing program • ACTIVE FAILURE: failure of the crew to have the aircraft de-iced • TRIGGERING EVENT: aircraft departs • RISK: icing conditions exist and aircraft stalls on departure

Latent failures are present in the system well before an accident occurs, and are originated most likely by decision-makers and other personnel far removed in time and space from the event. Most latent failures relate to the operator’s systems, subsystems, and working level processes. Additional examples of latent failures include poor scheduling practices, inadequate or poorly defined operating procedures, improper allocation of resources, and defective communication between management and frontline operational personnel.

Recruitment

Training

Operations Standards

Supervision

Oversight

Accident

Recruitment

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Operations Standards

Supervision

Oversight

Accident

An accident results from several causes. The elimination of one of thesecauses would have avoided the accident.

Reasons Model of Accident Causation

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OperationsStandards

Supervision

Oversight

Recruitment

Training

OperationsStandards

Supervision

OversightFigure 1

Figure 2

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NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 4

NATA Safety 1st eToolkitNATA Safety 1st eToolkit

Effective Risk Management – The Six Steps Probably the most important aspect of effective risk management is knowing when to use the risk management process. Simply put, we should use the risk management process to address any hazard deemed significant enough to justify analysis and tracking. However, before we proceed further it is imperative that we define risk management. Risk management is defined as “an iterative management activity dedicated to assuring that risk is identified, evaluated, documented, eliminated, or controlled within defined risk parameters.” Please read on for a practical interpretation of this definition in plain English! Once the decision is made to use the risk management process, we can navigate sequentially through the following six steps to achieve effective risk management.

Latent Conditions Excessive cost cutting Inadequate promotion policies

Latent Conditions Deficient training program Improper flight crew pairing

Latent Conditions Poor CRM Mental Fatigue / Distractions

Active Conditions Failed to follow correct SOP Failed to verify correct logbook entry

Failed or Absent Defenses

Organizational Factors

Unsafe Supervision

Preconditions for

Unsafe Acts

UnsafeActs

Accident & Injury

Active versus Latent Failures (“Swiss Cheese Model”)

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 5

NATA Safety 1st eToolkitNATA Safety 1st eToolkitStep 1: Hazard Identification The first step in the risk management process is the identification of a hazard(s) and the potential consequences. Therefore, the purpose of step one is to describe “what’s wrong” with our operation. In order to complete this step we must describe, preferably in writing, the conditions or circumstances in the operating environment or operating systems that could lead to an unplanned or undesired event. Examples of documenting this step include a preliminary hazard list (PHL) and risk statement. The description should include a short statement describing the hazard. Remember, a hazard is defined as a condition, event, or circumstance that could lead or contribute to an unplanned or undesired event. Therefore, the written description of the hazard should be captured in a narrative format that includes the relevant facts such as who, what, when, how often, and where. The descriptive information can be used later to evaluate the effectiveness of action taken to mitigate the risk associated with the hazard. Once we have identified and described the hazard, we can evaluate its potential consequences. The approach here is to identify the potential consequences that could result if the hazard(s) were not addressed. Potential consequences should address human error, equipment failure, or process breakdown that will be the direct result if the hazard is left alone. Potential consequences, once determined, will guide you when selecting severity values of the risk associated with the hazard later in the risk management process. STEP 2: Risk Analysis The second step in the risk management process is risk analysis. The objective of the risk analysis function is to convert identified hazards into useful decision-making information. Risk is described in terms of severity (how bad) and likelihood (how frequent) and includes factors affecting each of them. Let’s take a look at how this works. We first must identify specific risk factors in order to provide useful instructions for action plans. Risk factors identify what must be fixed later or controlled in order to reduce the level of risk. Risk factors also will be used to help determine the “likelihood” value (see risk matrix below). Factors typically are:

• Situational in nature (i.e. specific make-model of aircraft, specific locations, etc.); • Deficiencies in design; or, • Performance related to safety attributes (i.e. procedures not available, procedures not followed, etc.).

An effective action plan should address risk factors by eliminating them or by reducing their impact. If present, these factors may affect the severity of the potential consequence and the likelihood of the consequence actually occurring.

We are now ready to assess risk severity and likelihood in terms of risk classification (i.e. high, medium, and low). Severity assessments are produced using a combination of available data and expert judgment. Severity can be defined using the following scale:

• HIGH – Potential loss (or breakdown) of an entire system or subsystem, accident, or serious incident. • MEDIUM – Potential moderate damage to an aircraft, partial breakdown of an operator’s system, violation of

regulations or company rules. • LOW – Potential poor operator performance or disruption to operations.

Likelihood assessments are produced using a combination of available data and expert judgment. Likelihood values are defined as follows:

• FREQUENT – Continuously experienced. • PROBABLE – Will occur often. • OCCASIONAL – Will occur several times. • REMOTE – Unlikely, but can reasonably be expected to occur.

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NATA Safety 1st eToolkitNATA Safety 1st eToolkit STEP 3: Risk Assessment The third step in the risk management process is risk assessment. Risk assessment is the process of combining the impact of risks discovered in the risk analysis phase and comparing them in a risk matrix. Results of this comparison are then used in decision-making (see STEP 4). It is important to point out that both severity and likelihood categories are subjective and may be scrutinized among observers. Limitations to the risk matrix include, but are not limited to, inconsistency of use and perceptions of risk. In other words, what may seem risky to me may not be to you. Operators should adopt their own specific definitions of severity and likelihood in order to achieve a more uniform risk management process. As previously mentioned, in risk assessment, we look at the combined impact of severity and likelihood. The relationship between these elements may be best understood and interpreted by use of the following risk matrix:

We now can determine the risk level (or classification) based on the comparison of both severity and likelihood. Specific risk classifications are then expressed as follows:

• RED = High Risk – this risk classification is unacceptable and requires immediate action. • YELLOW = Medium Risk – this risk classification may be acceptable after appropriate management review and

normally requires tracking and probable action. • GREEN = Low Risk – this risk classification is normally acceptable without further action. This item should be

tracked (monitored) for signs of negative trends. STEP 4: Decision-Making Decision-making answers the question “what’s to be done about risk?” To complete this step we need to decide specifically what to do with risk in terms of either controlling it or eliminating it. The following risk decision-making approaches are recommended:

1. Monitor – when it is determined that based on the assigned risk classification (i.e. low) that no additional action is required then we should monitor the hazard through our normally established monitoring process or program.

2. Transfer – when corrective action for the hazard more appropriately belongs to another operational discipline within our organization we can allocate the authority, responsibility, and accountability for taking action.

3. Mitigate – when action is necessary to ensure that we eliminate hazards or reduce risk levels, management should unilaterally decide the appropriate risk mitigation (reduction) steps.

4. Eliminate – when it is determined that the hazard or risk levels are too great, management should decide to cease the operations until conditions permit more suitable risk levels.

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 7

NATA Safety 1st eToolkitNATA Safety 1st eToolkitSTEP 5: Implementation This step in the risk management process answers the question “who will do what, when, and how?” The following implementation process is recommended:

1. Develop Action Items – action items describe what, how, where, and when an action should completed. Action items should be relevant to the selected decision-making approach (see above) and any actions we, as the operator, take to manage or control the identified risk.

a. Monitor Action Items – continue with normally established monitoring process or program. b. Transfer Action Items – document the steps taken to transfer the issue to the appropriate operational

discipline (function). c. Mitigate Action Items – restrict operations until conditions improve, assign more experienced crew, use

equipment better suited for mission, etc.

2. Management Review and Approval – management should always serve as the official decision-making approval process. This serves to ensure continual, effective operational control and enhanced safety.

3. Perform Activities – once management completes the decision-making process, assigned personnel should then carry out risk management and control strategies.

4. Monitor Implementation Strategies – after risk management and control implementation strategies are executed management should monitor their progress to ensure the decision-making activities are completed.

STEP 6: Validation This step in the risk management process answers the question, “Did the risk management process work?” After risk management and control implementation strategies are completed, management should validate their effectiveness and appropriateness. This is a valuable management function in that it allows operators to not only determine if implementation strategies worked, but also to make adjustments or, better stated, improvements to their overall risk management process. Conclusion Effective risk management is an essential component to any high-risk industry. This article allowed us to answer important questions such as, what is risk and what do we do with it once discovered? The 6 steps to effective risk management give us those answers. However, in order to be truly effective the risk management process must be clearly understood by all operational personnel, presented in a clear manner, and standardized to facilitate ease of use. In any case, no discussion of risk management would be complete without reviewing the underlying risk management principles that are critical to the effective management and control of the hazards and risks we face everyday.

Risk Management Principles

…Accept no unnecessary risk …Make risk decisions at the appropriate level …Accept risks when benefits outweigh costs

…Integrate risk management into planning at all levels

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 8

NATA Safety 1st eToolkitNATA Safety 1st eToolkitArticle References

• AC 120-92 Introduction to Safety Management Systems for Air Operators.

• Grose, V.L. (1987). Managing Risk. Systemic Loss Prevention for Executives. Prentice-Hall, Inc. Englewood Cliffs, NJ. ISBN 0-13-551110-0.

• FAA Order 8040.4 Safety Risk Management.

• FAA Order 8900.1 Flight Standards Information Management System (FSIMS). Volume 10 – Risk Management.

• FAA System Safety Course 22006, AMA-250, Student Reference, Version 7.2.

• Reason, J. (1997). Managing the Risks of Organizational Accidents. Ashgate Publishing Company, Brookfield, VT. ISBN 1-84014-104-2.

READER CORNER Your response is needed!

Q. I have a question I would like to pose to the readers of NATA’s Safety 1st eToolkit. What kind of tow bar do you use to tow the Columbia? Please send your responses to Safety1st@nata.aero or by FAX: (703) 845-0396. Your input will be anonymously shared in an upcoming issue of NATA’s Safety 1st eToolkit. We welcome your questions and open this corner up to responses from our readers.

Thank you for taking the time to share your questions and answers with others.

NATA UPDATES

NATA 2008 Compensation Survey Now Available

NATA has published its 2008 annual survey of general aviation service employee compensation. The survey includes salaries and benefits for pilots, line-service personnel and maintenance technicians. It is based

upon data collected from 290 companies employing nearly 10,000 people. Employee compensation is broken down by geographic region of the country, company gross sales, size of the town or city in which the company is located and by the number of employees in the company. In addition to pilots and maintenance technicians, the survey includes compensation for inspectors, dispatchers, customer service representatives and stock clerks, among others. Association Research Inc., a leading economic research firm based in Rockville, Maryland, conducted the study. To ensure participant privacy, only aggregated data are provided to NATA. The publication will be provided at no cost to NATA members who participated in the survey. The survey is downloadable in PDF format from NATA's Web site for non-participating members for $50 or $100 for non-members. The survey may be found on the NATA Web site: http://www.nata.aero/publications/catalog.jsp.

ISP Newest DCA Gateway Airport

The Transportation Security Administration (TSA) last week named Long Island MacArthur Airport (ISP) as the newest gateway airport for Ronald Reagan Washington

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 9

NATA Safety 1st eToolkitNATA Safety 1st eToolkitNational Airport (DCA). Being identified as a gateway airport allows ISP to permit certain pre-cleared general aviation operations, including Part 135 on-demand air charter operations, to fly directly from Long Island MacArthur Airport to DCA. NATA member ExcelAire is the approved FBO at ISP where operations will depart. Currently, the TSA allows general aviation flights that meet criteria of the DCA Access Standard Security Program (DASSP) to land at DCA. Aircraft must arrive from one of over 20 gateway airports, including ISP, after flight crews and passengers have been vetted and screened.

Free TEB Online Training Program Enlightens Pilots

NATA Safety 1st has produced the Teterboro Airport Flight Crew Briefing, a unique on-line program for pilots who operate into and out of Teterboro Airport (TEB). Funded by a grant from the FAA, the Safety 1st briefing provides pilots access to critical safety information about the airport, including its location, layout, operations, regulations, and safety and security procedures.

With superb clarity and graphics, the Safety 1st briefing presents pilots views of specific runway incursion hot spots and scenarios for common pilot errors. Best practices for aircraft lighting configurations and taxi procedures are also presented. Flight crews can review frequently used ATC procedures, such as the Teterboro Five and Dalton Departures, and how to avoid the most common errors while using these procedures. "This briefing takes Teterboro Airport one giant step closer to reaching its goal to become the industry's number-one safety and security model for general aviation airports," said NATA President James K. Coyne, co-chair of the Teterboro Airport Industry Working Group. "This valuable addition to the safety and security initiatives at Teterboro gives airport and flight crews the most up-to-date information about the airport and how they can contribute to the safety and well-being of the airport's operations and, indeed, its entire surrounding community." The briefing is free of charge, and can be viewed at: http://www.airportflightcrewbriefing.com/teterboro.

How to Build a More Successful FBO

NATA is unveiling the secrets to running a cutting-edge business that maximizes FBO profits. Running and managing a fixed base operation is a very demanding business, particularly during tough economic times. It not only demands a strong business sense, it also requires motivated and loyal employees, targeted marketing and creative negotiating skills. This new seminar, sponsored by FltPlan.com, will deal with real-life scenarios in the day-to-day business of running a successful FBO. Discussions will include tips on developing favorable leases with an airport authority, negotiating favorable agreements with a fuel supplier; decreasing credit card interest rate charges, lowering insurance premiums; dealing with regulatory issues and building long-term profitable customer relationships. This is not a complete list, but it gives you an idea of the material that will be covered.

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 10

NATA Safety 1st eToolkitNATA Safety 1st eToolkitAnd to add to the intrigue, NATA will offer the first seminar at sea onboard the Carnival Cruise Ship Sensation destined for Nassau in the Bahamas on October 23, 2008. We highly recommend that all FBO owners, managers, general managers, supervisors and entrepreneurs attend. It’s a great way to combine business with pleasure for one, all-inclusive price. The Carnival Sensation sets sail from Port Canaveral, Florida. Participants should fly into Orlando’s International Airport where shuttle buses will be available for transportation from the airport to the port, approximately 30 minutes away. Boarding on Thursday, October 23rd, takes place between 12:30 to 2:30 and the ship sails at 4:00 p.m. There will be an open bar and hor'de'orves party in the evening to welcome everyone aboard. The ship docks in Nassau (Paradise Island) in the Bahamas on Friday at 10:00 a.m. and will remain docked until 5:00 a.m. on Saturday. The seminar will be held, in sessions, on Friday and Saturday. Saturday will be a "fun day" at sea with lots of activities, a formal dinner and midnight buffet. The ship returns to Port Canaveral at 9:00 am Sunday morning where buses will return participants to the airport. The other good news is passports are not currently required for cruise ship travel. Security is tight and immigration is very involved with cruise ship arrivals, so you will need a birth certificate and driver’s license. This may be subject to change when the new passport cards become available. (The cruise line recommends carrying a passport, if you have one, in the event an emergency arises and you must return by air.) Reserve your spot while there is still space available! Please visit http://www.nata.aero/fbosuccess/home.html for more detailed information. You will be amazed at the affordable rates while you cruise and learn. Check Your Hearing Protection -- Take Advantage of NIOSH’s QuickFitWeb Approximately 30 million workers are exposed to hazardous noise on the job. While we would prefer to eliminate noise through engineering controls or reduce exposure to noise through administrative controls, hearing protectors are critical when noise is unavoidable. Hearing protectors only work if they fit your ears and you wear them properly. An earplug that doesn't quite fill your ear canal or an earmuff with a small crack in the padding will let lots of noise into the ears through any gaps, even tiny ones. Check the QuickFitWeb Hearing Protection Quick Test at http://www.cdc.gov/niosh/blog/. Studies of hearing protector users have shown repeatedly that average protection values in the real world are much lower than the labeled Noise Reduction Ratings (NRR) determined in laboratories with trained and motivated subjects. Many hearing protector users get virtually no protection at all because of poor fit. It's hard to tell if your hearing protectors are working well just by looking at them. A more accurate approach is to check how much they block or "attenuate" noise. Hearing protectors vary in their attenuation characteristics, with most providing a maximum of 20 to 35 decibels of noise reduction when worn correctly. Any hearing protector that's suitable for use in noisy settings will attenuate noise by at least 15 decibels. The NIOSH QuickFitWeb helps you determine if your hearing protection is giving you at least 15 decibels of attenuation by comparing two "threshold" tests—one without hearing protection and one with the devices on or in your ears. To use QuickFitWeb, play the test sound (a pulsing random noise that sounds like "wooshing" to most people) from the website. As you listen to the sound, adjust the volume on your computer until the sound is right on the edge between audible and too quiet to hear. That sound level is your "threshold of hearing." Then put on your hearing protectors and play the next test sound. The second sound is exactly the same as the first except that it's 15 decibels louder. If you can hear the louder sound through your hearing protection, the devices are attenuating sound by less than 15 decibels and are not protecting you adequately. You need to correct the problem by trying hearing protectors that fit you better or correcting the way you put them on. Then you can try the test again until you get a good fit.

What is an audiogram?An audiogram is often called a “hearing test,” but there’s no pass or failIt is a written record of your hearing levels A series of audiograms can track changes in hearing over timeYour hearing threshold levels (the quietest sounds you can hear) are measured in decibels (dB) at different frequencies from low (500 Hz) to high (8000 Hz)

Why should I get audiograms?To measure your hearing abilityTo identify hearing problemsTo monitor success at maintaining your hearing To see if noise exposure is affecting your hearing

Do I have normal hearing?Compare your hearing threshold levels to this scale:

-10 – 25 dB Normal hearing 26 – 40 dB Mild loss 41 – 55 dB Moderate loss 56 – 70 dB Moderate/severe loss 71 – 90 dB Severe loss 91 – 100 dB Profound loss

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Inquiring Ears Want to KnowA fact sheet about your hearing test

Left Ear Thresholds Right Ear Thresholds

500 1000 2000 3000 4000 6000 8000 500 1000 2000 3000 4000 6000 8000

0 -5 0 10 5 0 5 5 0 10 15 30 40 35

Frequency

of test tone in Hz

Normal hearing threshold levels (25 dB or less, negative numbers

are especially good)

Worse than normal levels (more than 25 dB)

This sheet explains your audiogram (hearing test) and gives some basic information about protecting your hearing. Keep it so you can refer to it later.

Sample audiogram results

Audiograms test a range of sounds from low to high frequency (pitch). The test frequencies, measured in Hertz (Hz) usually range from 500 Hz (around the middle of a piano’s scale) up to 6000 or 8000 Hz (a little above the highest note a piano can play).

500 Hz 1000 Hz 2000 Hz 4000 Hz

What can cause my hearing to get worse?Noise is the greatest hearing hazard for most workers, but any of these factors can cause or contribute to hearing loss:

Hazardous noise Earwax blockage Medical diseases Head trauma Heredity Frequent ear infectionsAging Medications Chemical exposures

See an audiologist or physician for more information about these causes.

Noise is everywhere! How do I protect myself?If you must shout to be heard over the noise, it’s probably too loud!Noise doesn’t only happen at work. Noisy home and recreational activities can be hazardous.Have hearing protectors on hand. Use them on and off the job.

How do I select and use hearing protectors?Comfort — so you’ll wear themConsistency — use them every time, all the time, in hazardous noiseCleanliness — keep plugs and hands as clean as possible

How do I insert a foam earplug to help protect my hearing?Roll the earplugPull to open the ear. This step is especially important. You should pull up and away on the top of your ear with the opposite hand so the earplug can slide in easily.Hold the earplug after inserting it.

Your test results are valuable — don’t lose them! Keep a copy of your audiogram in a safe place.Give a copy to your primary care doctor.Give a copy to the administrator of your hearing conservation program.

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To receive NIOSH documents or for more information about occupational safety and health topics, contact:1-800-CDC-INFO (1-800-232-4636) • 1-888-232-6348 (TTY)

e-mail: cdcinfo@cdc.govor visit the NIOSH Web site at www.cdc.gov/niosh

DEPARTMENT OF HEALTH AND HUMAN SERVICESCenters for Disease Control and Prevention

National Institute for Occupational Safety and Health

safer ∙ healthier ∙ peopleDHHS (NIOSH) Publication Number 2008-102

NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008 Page 13

NATA Safety 1st eToolkitNATA Safety 1st eToolkitCONTINUING EDUCATION General Education Offerings Accident Prevention via Human Factors Training Oct 21, 2008 in San Diego, CA Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1582 De/Anti-Icing Seminar September 4, 2008 in Boise, ID Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1661 De/Anti-Icing Seminar September 16, 2008 in Cleveland, OH Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1701 Fuel and Hazardous Materials Safety Workshop August 21-22, 2008 in Reno, NV Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1801 How to Build a More Successful FBO Oct 24-25, 2008 onboard the Carnival Sensation Cruise Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1682 Line Service Supervisor Training Seminar June 25-26, 2008 in Reno, NV Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1544 Line Service Supervisor Training Seminar September 17-18, 2008 in Windsor Locks, CT

Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1545 Line Service Supervisor Training Seminar November 5-6, 2008 in Denver, CO Additional Details & Registration Online: http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1546 2008 Schedules: Aviation Safety and Security Offerings Embry-Riddle Aeronautical University's Center for Aerospace Safety/Security Education (CASE) Details online: http://www.avsaf.org/programs_events.html Southern California Safety Institute Website: http://www.scsi-inc.com/

The GW Aviation Institute Aviation Safety and Security Certificate Program http://www2.gwu.edu/~aviation/safetyandsecurity/ss_courses.html

Transportation Safety Institute Details online: http://www.tsi.dot.gov/Catalog/Default.aspx?value=DTI-20 University of Southern California Aviation Safety and Security Program Details online: http://vitserbi.usc.edu/aviation/

The National Air Transportation Association (NATA), The Voice of Aviation Business, is committed to raising the standard on ground safety. NATA began with the Safety 1st Professional Line Service Training (PLST) Program in 2000 and expanded with the adoption and implementation of the NATA Safety 1st Management System (SMS) for Ground Operations in 2004. The eToolkit provides continuing education in support of the PLST and SMS programs.

Subscribe to NATA Safety 1st eToolkit. If you are not currently a subscriber to NATA Safety 1st eToolkit and would like to receive it on a regular basis, please email akoranda@nata.aero. The NATA Safety 1st eToolkit is distributed free of charge to NATA member companies and NATA Safety 1st participants.

Aboard the Carnival SensationOctober 23 – 26, 2008

Register Now –Space is Limited!

How To Build A More Successful FBORegistration Form

The National Air Transportation Association is hosting this exciting new seminar onboard a relaxing voyage to the Bahamas. Be sure to register early for the educational experience of a lifetime and cruise past your competition.

The Seminar will include optional sessions on Friday and Saturday for ease of personal scheduling.  Take time between sessions on Saturday to explore the stretches of perfect white‐sand beaches, gracefully swaying coconut palms, and warm and crystal‐clear waters of Nassau/Paradise Island. Nassau’s history is as rich as its landscape. The island has served as headquarters for pirates, blockade‐runners, and rum‐runners. Its rich cultural heritage blends three centuries of British rule with African and Caribbean traditions.

Register by July 15, 2008 and receive a $50 voucher toward any NATA Publication and entry to win $995 Bose®Aviation Headset X™.  Registration cut‐off is August 15, 2008.

(Please use one registration sheet for each cabin being reserved)

Seminar Registration  

Early Bird (by June 15, 2008) ___# of Members ($615) ___# of Non‐Members ($715)

Regular Registration ___# of Members ($650) ___# of Non‐Members ($775)

Total Seminar Registration: $______________

Cruise Registration: Double Occupancy required:

Ocean View (Category 6A) cabin (1st & 2nd guest @$340 each)  _____Room @ $680 $_______

Balcony Suite (Category 11) (1st & 2nd guest @$640 each) _____Room @$1280 $_______

3rd & 4th in same room $260 each (category 6A or 11)  #____@$260 $_______

Ocean View cabin for 1 person (very limited quantities available) _____Room @$585 $_______(If you would like to be put on a list to share a room with anotherattendee, please contact Linda Pylant at the phone number below)

Total Cruise Registration: $_______________

Total Due: $_______________

The all‐inclusive price of the cruise includes your room, entertainment, all meals, taxes, port fees, transportation to and from Orlando Airport, and room service.  Airfare, soda and alcoholic beverages, and tips are not included in the price.  Each cabin will receive $50 to spend on your onboard purchases.  There will be an optional formal dinner on Friday evening.

For questions or assistance registering, please contact Linda Pylant at (800) 808‐6282  ext. 112 or  (703) 575‐2047 or by email at lpylant@nata.aero.  For further details please visit the NATA How to Build a More Successful FBO website at  www.nata.aero/fbosuccess/home.html.  

Please fill in registration and payment information on 2nd page

How To Build A More Successful FBO – October 23‐26, 2008 – Carnival Sensation

Guest 1 Guest 2

Seminar Registrant ____Yes  _____No Seminar Registrant ____Yes  ____No

Full name:_________________________________ Full name:_________________________________

Company:__________________________________ Company:__________________________________

Company Phone #:___________________________  Company Phone #:___________________________ 

Badge name:__________________  M/F_________ Badge name:__________________  M/F_________

Home Address:______________________________ Home Address:______________________________

City, State Zip:_______________________________ City, State Zip:_______________________________

Date of Birth:______________  US Citizen:________ Date of Birth:____________ US Citizen:___________

Emergency Contact:___________________________ Emergency Contact:___________________________

Emergency Contact Phone:_____________________ Emergency Contact Phone:_____________________

Will you be flying to Orlando? _________________ Will you be flying to Orlando? _________________

If so, from what airport: _______________________ If so, from what airport: _______________________

Proof of Citizenship:  __________________________ Proof of Citizenship:___________________________

(i.e. Passport, certified birth record & Driver’s License)  (i.e. Passport, certified birth record & Driver’s License)

Guest 3 (If staying in same cabin) Guest 4 (If staying in same cabin)

Seminar Registrant   ____Yes    ____No Seminar Registrant ____Yes  ____No

Full name:_________________________________ Full name:_________________________________

Company:__________________________________ Company:__________________________________

Company Phone #:___________________________  Company Phone #:___________________________ 

Badge name:__________________  M/F_________ Badge name:__________________  M/F_________

Home Address:______________________________ Home Address:______________________________

City, State Zip:_______________________________ City, State Zip:_______________________________

Date of Birth:______________  US Citizen:________ Date of Birth:____________ US Citizen:___________

Emergency Contact:___________________________ Emergency Contact:___________________________

Emergency Contact Phone:_____________________ Emergency Contact Phone:_____________________

Will you be flying to Orlando? _________________ Will you be flying to Orlando? _________________

If so, from what airport: _______________________ If so, from what airport: _______________________

Proof of Citizenship:  __________________________ Proof of Citizenship:___________________________

(i.e. Passport, certified birth record & Driver’s License)  (i.e. Passport, certified birth record & Driver’s License)

VISA  MasterCard  AMEX My check is enclosed:  Check #: __________Amount:______________

Card Number:  ________________________________________________ Exp. Date:  ____________

Name on card: _____________________________________________________________________

Signature: _________________________________________________________________________

Send completed form to:  NATA, 4226 King Street, Alexandria, VA  22302, or fax to (703) 845‐0396

PARTICIPATION AGREEMENT

NATA Safety 1st Management SYSTEM (SMS) FOR GROUND OPERATIONS

Yes, we want to sign up for the NATA SMS for Ground Operations! We understand the following will be included in the price of our participation in the SMS:

Contact Information (please print legibly)

CEO/Owner Email

Safety Coordinator Email

Company

Street Address

City State Zip

Phone Fax Email

Pricing

-

tions. Please note that we will correspond with one Safety Coordinator per company and will require additional company

information once established in the program. Please check appropriate box below.

� $600 for NATA Safety 1st participants / NATA Members with 0-50 employees

� $1,200 for NATA Safety 1st participants / NATA Members with 51-150 employees

� $1,800 for NATA Safety 1st participants / NATA Members with more than 150 employees

Non-NATA Members please call for pricing. If you are currently an Air Operatons SMS participant, you are eligible for a

25% discount on the Ground Operations SMS.

Payment

� Check enclosed (Please make payable to Aviation Training Institute, LLC.)

� Please charge my � MasterCard � Visa � American Express

Credit card number _________________________________________________________ Expiration _____________________

Signature__________________________________________________Name on card___________________________________

Fax to (703) 845-8176 or mail to NATA Safety 1st SMS, 4226 King Street, Alexandria, VA 22302

Agreement

I understand as CEO/Manager of this facility, safety is a core value. As such, the authority and responsibility to

implement this program is placed with me. I will provide the resources necessary to ensure the safety of our customers,

their equipment, our employees and the environment in our daily operations.

Signed this date___________________________CEO/Owner Signature______________________________________________

4226 King Street / Alexandria, VA 22302 / (703) 845-9000 / Fax: (703) 845-0396

� SMS Guide� SMS Webcast Tutorials � SMS Consultation by Telephone or email

� SMS Secure, Online Event Reporting Form� SMS Monthly Online Newsletter� SMS Root Cause Analysis