management of change 22.4.15

SAFETY MANAGEMENT SYSTEM

Change Management

SK SONIASSTT. GEN. MANAGER (OPS)

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Concept of safety (ICAO) doc 9859

• Safety is the state in which the risk of harm to

persons or property damage is reduced to, and

maintained at or below, an acceptable level through

a continuing process of hazard identification and risk

management.

SAFETY PERSPECTIVE – Services given to the Airlines at AAI airports are safe– Government is satisfied with the safety levels of AAI– DGCA is satisfied with the safety levels of AAI– Commitment to provide continuous safe services or

improve safe services– Deploy right quantity and quality of manpower at airports.– Assess training, advanced training, refresher training for

manpower at airports.

What is aSafety Management System

Safety Culture Leadership Commitment to resources Balanced decisions People Management Willingness to learn Willingness to share expertise ……………….

What is aSafety Management System

Methodology Documentation Regulatory Compliance Performance Indicators Measuring Progress Reviewing Processes ……………….

Change management is an element of the Safety Assurance component of the SMS framework.

Change management is considered a proactive hazard identification activity in an SMS.

A change management process is designed to ensure risk management is applied to any Change of infrastructure (e.g.

airport expansion), Change of Operation (e.g. implementation of bigger series of aircraft) or change of regulation (e.g. Annex-14/DGCA –CAR) that have the potential to affect established operational processes, procedures, products and services.

Change Management

Change Management

Changes made at airports most likely will impact Air Traffic Operations and Procedures

• Runway Extensions• Building Construction• Taxiway Changes or Additions

Changes need to be identified upfront and early and assessed in the design early to ensure proper mitigation are in place

Prior to implementing changes describe the arrangements to ensure safety performance

Change Management

Process to identify & manage changeIdentify potential hazards during

planning process

Assess & mitigate risk prior to change implementation

Legislation Rule 83(2) of Aircraft Rules 1937

While a license is in force, no alterations to the landing area or to the buildings or other structures on the aerodrome which may affect the safety of aircraft shall be undertaken save with the previous approval of the Director-General and application for such approval shall be addressed to the Director-General and shall be accompanied by full particulars with plans of any such alterations including alterations to surrounding obstructions which may affect the safety of aircraft.

h DGCA CIVIL AVIATION REQUIREMENTS SECTION 1 – GENERAL SERIES 'C' PART I

a) identify changes within the organization which may affect established processes and services;

b) establish arrangements to ensure safety performance prior to implementing changes; and

c) eliminate or modify safety risk controls that are no longer needed due to changes in the operational environment

AAI Corporate Safety Management Manual

• AAI has developed a Corporate Safety Management Manual wherein procedures

a) to ensure safety during concept phase, while the change is in process and

b) At the time commissioning of a change in infrastructure and procedure have been explained.

Change Management

Managing change is a constant and familiar factor in the ongoing expansion and development

Without change, there is no growth and no development.

With change, there is always risk, but also opportunity.

Adopting a formal change management process will help you achieve your objectives and maximise opportunity while minimising risk.

Change Management

Change can be regarded as a hazard Failure to consider how change would impacts, is a major source of problems The solution is to follow the established process to manage the desired and undesired consequences of change Safety magnitude of Change must be assessed by using Safety Case Assessment and Reporting System (SCARS)

Changes and Activities Requiring an Assessment

any change which has potential to impact safety; change of category in facilities or equipment; changes in a procedure documented in the Aerodrome

Manual; changes to organisational structure or staffing

arrangements; introduction of new entrant airlines; introduction of new aircraft types; and delivery of major projects

Change Management Process

Aviation organizations experience permanent change due to expansion, introduction of new equipment or procedures.

Changes can have the following output: Introduce new hazards. Impact the appropriateness of risk mitigation. Impact the effectiveness of risk mitigation

Change management and

risk managementWhether change is to be brought about through new projects, or through modifications to operating procedures, it will involve risks.

Strong link between change management and risk management—the two processes support each other and should be used in conjunction.

Risk ManagementRisk management - The identification, analysis andelimination (and/or mitigation to an acceptable or tolerablelevel) of those hazards, as well as the subsequent risks, that threaten the viability of an organisation.

Risk Management consists of the following three elements:

• Hazard identification• Risk assessment• Risk mitigation

Risk assessment

Risk ManagementUnderstanding the system and environmentIdentifying hazardous conditionsAssessing riskApplying risk controls

Risk assessment procedure

Risk AnalysisImportant to distinguish between:

Hazard – a condition Consequence – result Risk – likelihood & severity of the consequence

Analyzing risk involves the consideration of both the likelihood and the severity of any adverse consequences.

Hazard – Condition, object or activity with the potential to cause injuries to personnel, damage to equipment or structures, loss of material, or reduction of ability to perform a prescribed function.

Consequence– Potential outcome(s) of the hazard.A wind of 15 knots blowing directly across the runway is a hazard. The potential that a pilot may not be able to control the aircraft during takeoff or landing is one of the consequences of the hazard.

definition

Hazard IdentificationA hazard is any real or potential condition… that can result in injury, illness, or death to

people; damage to, or loss of, a system (hardware or software), equipment, or property; and/or damage to the operating environment.

Understanding hazards

Types of hazards

Natural

Technical

Economic

Examples of natural hazardsSevere weather or climatic events:

hurricanes, major winter storms, drought, tornadoes, thunderstorms lighting, and wind shear.

Adverse weather conditions:Icing, freezing precipitation, heavy rain, snow, winds, and restrictions to visibility.

Examples of natural hazardsGeophysical events:

earthquakes, volcanoes, tsunamis, floods and landslides.

Geographical conditions: adverse terrain or large bodies of water.

Environmental events:wildfires, wildlife activity, and insect or pest infestation.

Public health events:epidemics of influenza or other diseases.

Examples of technical hazards

Deficiencies concerning:aircraft and aircraft components, systems, subsystems and related equipment.an organization’s facilities, tools, and related equipment.facilities, systems, sub-systems and related equipment that are external to the organization.

Examples of economic hazards

Major trends related to:Growth.

Recession.

Cost of material or equipment.

Etc.

Hazard identificationIn order to identify hazards, consider:

Design factors, including equipment and task design.

Procedures and operating practices, including documentation and checklists.

Communications, including means, terminology and language.

Hazard identification

Organizational factors, such as company policies for recruitment, training, remuneration and allocation of resources.

Work environment factors, such as ambient noise and vibration, temperature, lighting and protective equipment and clothing.

Hazard identificationRegulatory factors, including the applicability and

enforceability of regulations; certification of equipment, personnel and procedures; and the adequacy of oversight.

Defences including detection and warning systems, and the extent to which the equipment is resilient against errors and failures.

Human performance, including medical conditions and physical limitations.

Sources of hazard identificationInternal

Flight Data Analysisvoluntary reporting systemAudits and surveys

ExternalAccident reportsState mandatory occurrence system

As a reminderPredictiveProactiveReactive

Hazard identificationBy whom?

By anybody By designated personnel

How?Through formal processesDepends on the organization

When?AnytimeUnder specific conditions

Hazard analysisABC of hazard analysis

A – State the generic hazard (hazard statement) Airport construction

B – Identify specific components of the hazard Construction equipment Closed taxiways

C – Naturally leading to specific consequence(s) Aircraft colliding with construction equipment Aircraft taking wrong taxiway

Hazard analysisEfficient and safe operations or provision of service require a constant balance between production goals...

maintaining regular aerodrome operations during a runway construction project

...and safety goalsmaintaining existing margins of safety in aerodrome

operations during runway construction projectAviation workplaces may contain hazards which may not be cost-effective to address even when operations must continue.

Common Airside HazardsTypes of Hazards we face:VehiclesPedestriansWeatherDangerous GoodsF.O.DRunway incursionsFuel spillagesOther Hazards

hazard: small foreign object debris (FOD) on runway

effect: FOD can interfere with normal airport operation

severity: minor (depends on the size and material of FOD) likelihood: frequent (several times per week)

risk: medium to pick up the FOD

Common Airside Hazards

hazard: jet blast Effect : damage to other vehicles, blows off various

debris to runways and taxiways Severity : major Likelihood : probable (once per month) Risk : high Mitigations : move parking spots of planes further from busy

roads so that planes can be placed on a safe distance from taxiways, runways, and roads used by other vehicles; clear territory and warn everybody in the nearby area before a plane starts engines


hazard: power loss Effect : system is down, lights are off, only visual

approach is used in assessment of situation on the airfield

Severity : hazardous Likelihood : extremely remote (once every 10-15 years) 12 Risk : medium Mitigations : have a reserve source of power not dependent

on the main source; mobilize all human resources to fix the problem as soon as possible and help in dealing with planes still operating in the air

and on the airfield


hazard: unauthorized vehicle on the airfield Effect : creates potential danger of runway incursion Severity : catastrophic Likelihood : extremely remote (once every 10-15 years) Risk : high Mitigations : require clearance before any vehicle can

enter the airfield; get the vehicle out of the airfield as soon as possible


Airside HazardsVehicles

Airside Hazards

Pedestrians

Airside Hazards

Weather

Airside Hazards

Dangerous Goods

Airside HazardsF.O.D

Runway IncursionsAirside Hazards

Airside HazardsFuel spillages

RISK ASSESSMENT – PROJECT LIFECYCLE

• Project Phases Concept LevelDesign LevelImplementation/Execution LevelOperation/Commissioning Level

Risk Definition of risk Risk management Risk probability Risk severity Risk assessment and tolerability Risk control/mitigation

Definition of riskRisk – The assessment, expressed in terms of predicted probability and severity, of the consequence(s) of a hazard taking as reference the worst foreseeable situation.

A wind of 15 knots blowing directly across the runway is a hazard. The potential that a pilot may not be able to control the aircraft during takeoff or landing is one of the consequences of the hazard.The assessment of the consequences of the potential loss of control of the aircraft by the pilot expressed in terms of probability and severity is the risk.

51

Levels of Risk High - Catastrophic hazards – Unacceptable level of risk –

Proposal cannot be implemented or activity continued without mitigation.

Medium Risk – Minimal acceptable level – Proposal may be implemented or activity can continue, but tracking and management are required.

Low Risk – Target level of risk – Acceptable without restriction or limitation. Hazards not required to be managed but are documented.

RiskRisk is the composite of the predicted likelihood or

probability and the severity of each possible consequence of each identified hazard.

Risk LevelProbability Severity

Consequence

Active Failure

Hazard Intolerable

Tolerable

Acceptable

Risk managementWhat is it?

The identification, analysis and elimination, and/or mitigation to an acceptable level of risks that threaten the capabilities of an organization.

What is the objective?Aims at a balanced allocation of resources to address all risks and viable risk control and mitigation.

Why is it important?A key component of safety management systems.Data-driven approach to safety resources allocation, thus defensible and easier to explain.

Risk managementIntolerable

region class - I

Tolerable region

Acceptable region

The risk cannot be justified under any

circumstances

Drive risks toward the broadly acceptable region

Risk reduction not likely to be required as resources

likely to be grossly disproportionate to the

reduction achieved

AsLowAs

ReasonablyPracticable

Class - II

Class - III

Class - IV

Residual risk tolerable only if further risk

reduction is impracticable

Risk AnalysisRisk ProbabilityProbability – The chance that a situation of danger might occurRisk Severity Severity – The possible consequences of a situation of danger taking as reference that worst foreseeable situation.

Risk probabilityDefinition(s)

Probability – The likelihood that an unsafe

event or condition might occur.

Risk probabilityQuestions for assessing the probability of an

occurrence:

Is there a history of occurrences like the one being

assessed, or is the occurrence an isolated event?

What other equipment, or similar type components,

might have similar defects?

Risk probability… questions such as:

What number of operating or maintenance

personnel must follow the procedure (s) in

question?

How frequently is the equipment or procedure

under assessment used?

Risk CRITERIASeverity of occurrence

Meaning Value

Catastrophic Equipment destroyedMultiple deaths

A

Hazardous A large reduction in safety margin, physical distress or a workload that operator cannot be relied upon to perform their task accurately or completely.

Serious injury Major equipment damage

B

Major A significant reduction in safety margins, a reduction in the ability of operator to cope with adverse operating conditions as a result of increase in workload, or as a result of conditions impairing their efficiency.

Serious incident Injury to persons

C

Minor Nuisance Operating limitations Use of Emergency procedures Minor incident

D

Negligible Little consequences E

Risk probabilityProbability of occurrence

MeaningQualitative definition Value

Frequent

Occasional

Remote

Improbable

Extremely improbable

Likely to occur many times (has occurred frequently)

Likely to occur some times (has occurred infrequently)

Unlikely, but possible to occur (has occurred rarely)

Very unlikely to occur (not known to have occurred)

Almost inconceivable that the event will occur

5

4

3

2

1

Risk severityDefinition(s)

Severity – The possible consequences of an

unsafe event or condition, taking as reference

the worst foreseeable situation.

Risk severityDefine the severity in terms of consequences for:

PropertyFinanceLiabilityPeopleEnvironmentImagePublic confidence

Risk severityQuestions for assessing the severity of an

occurrence:How many lives may be lost?

Employees Passengers Bystanders General public

What is the environmental impact? Spill of fuel or other hazardous product Physical disruption of natural habitat

Risk severity… questions such as:

What is the severity of the property or financial damage? Direct operator property loss Damage to aviation infrastructureThird party damageFinancial impact and economic impact for the State

Are there organizational, management or regulatory implications that might generate larger threats to public safety?What are the likely political implications and/or media

interest?

Risk severityA large reduction in safety margins, physical distress or a

workload such that the operators cannot be relied upon to perform their tasks accurately or completely.

Serious injury. Major equipment damage.

Equipment destroyed.Multiple deaths.

A significant reduction in safety margins, a reduction in the ability of the operators to cope with adverse operating conditions as a result of increase in workload, or as a result of conditions impairing their efficiency.

Serious incident. Injury to persons.

Nuisance. Operating limitations. Use of emergency procedures. Minor incident.Little consequences

Meaning

Severity of occurrences

ValueAviation definition

Catastrophic

Hazardous

Major

Minor

Negligible

A

B

C

D

E

Risk assessmentRisk severity

Risk probability Catastrophic

AMajor

CMinor

DNegligible

EHazardous

BB

Frequent 5

Occasional 4

Remote 3

Improbable 2

Extremelyimprobable

1

5A 5B 5C 5D 5E

4A 4B 4C 4D 4E

3A 3B 3C 3D 3E

2A 2B 2C 2D 2E

1A 1B 1C 1D 1E

Risk tolerabilityAssessment risk

indexSuggested criteria

Intolerable region

Tolerable region

Acceptable region

5A, 5B, 5C, 4A, 4B, 3A

Unacceptable under the existing circumstances

3E, 2D, 2E, 1A, 1B ,1C, 1D, 1E Acceptable

5D, 5E, 4C, 4D, 4E, 3B, 3C, 3D,

2A, 2B, 2C

Acceptable based on risk mitigation. It might require

management decision

Risk management

Risk control/mitigationDefinition(s)

Mitigation – Measures to address the potential hazard or to reduce the risk probability or severity.Risk mitigation = Risk control

(Mitigate – To make milder, less severe or less harsh)

Risk Control = Risk Mitigation

A major component of any safety system is the defenses (controls) put in place to protect people, property or the environment.

These defenses are used to reduce the likelihood or severity of the consequences associated with any given hazard or condition.

Risk control/mitigationStrategies

Avoidance – The operation or activity is cancelled because risks exceed the benefits of continuing the operation or activity.

Operations into an aerodrome surrounded by complex geography and without the necessary aids are cancelled.

Risk control/mitigationStrategies

Reduction –The frequency of the operation or activity is reduced, or action is taken to reduce the magnitude of the consequences of the accepted risks.

Operations into an aerodrome surrounded by complex geography and without the necessary aids are limited to day-time, visual conditions.

Risk control/mitigation

StrategiesSegregation of exposure – Action is taken to isolate the effects of the consequences of the hazard or build-in redundancy to protect against it.

Operations into an aerodrome surrounded by complex geography are limited to aircraft with specific/performance navigation capabilities.Non RVSM (Reduced Vertical separation minimum) equipped aircraft not allowed to operate into RVSM airspace.

Matrix-Based Risk CriteriaClass Action required and Sign off Authority

I Risk intolerable and cannot be justified on any grounds

II Risk must be reduced unless the cost of reducing the risk is grossly disproportional to the benefits gained. Only accepted in exceptional circumstances with the approval of the relevant Executive Director (ED)

III Risk must be reduced unless the cost of reducing the risk is disproportional to the benefits gained. May be accepted by the relevant General Manager (GM) or Airport Director (APD)

IV Acceptable, Maintain current system, monitor and review. Further risk reduction is warranted only if cost is insignificant, Signing off authority is relevant in-charge of ATM/CNS/Airport

PLAN AND CROSS SECTION FOR RUNWAY PAVEMENT

LIFE CYCLE OF PROJECT / CHANGECONCEPT PHASE

DESIGN PHASE

IMPLEMENTATION PHASE

OPERATIONAL PHASE

CONCEPT & DESIGN PHASE Stage I (Safety Assessment)

EXECUTION PHASEStage II (Safety Assessment

COMMISSIONING PHASEStage III (Safety Assessment

As per DGCA AD AC 1 of 2012 As per C-SMS Manual

DGCA Advisory Circular 1 of 2012Process for communicating with the DGCA on the planning, construction and commissioning of changes to airport infrastructure, and major maintenance programmes• Stage-I (Design/ Concept Level)• Stage-II (Execution Level)•Stage-III (Commissioning Level)

• SCARS Form (AAI-SAF-103) is the first step in the safety assessment process.

• SCARS provide guidance in choosing the right steps for managing the change based on the overall safety magnitude of the change.

• SCARS Form must be completed at the start of a change process i.e. in Concept Phase, to ensure that the safety assessment requirements of the change are identified early in the project lifecycle and the relevant documents are prepared.

Safety Assessment Process

SCARS Form – SAF 103• The first page of the SCARS Form gives details about the project.

Project Number: The Project Manager will allot a number to the project and the number will be entered in this field.

File Number: The file number pertaining to the project will be entered in this field. This number along with the project number will be reference number for all correspondences regarding the project.

Project Title: A short title of the project will be entered in this field. Location: Name of the airport / site (for off-airport sites) should be entered Unit: Section to which the process belongs (ATM / CNS / Airside

Operations) Brief Description of the Project / Change: A brief description of the project

or change should be entered in this field. The contents should be adequate to describe the project in a nutshell.

SCARS Form – SAF 103 Step 1 of SCARS Form helps to assess the size of the change.

Question 1 is Assess the significance (scope/scale) of the project/change within AAI. More the affected areas, higher the rating.

Question 2 is Assess the significance of the project/change outside AAI. More the affected areas, higher the rating.

Question 3 is Assess the level of new functionality introduced, or removed, by the proposed project/change, as opposed to the existing system, facility or service. Rating should be decided in accordance with the level of new functionality introduced or removed.

Question 4 is Assess the safety significance of the systems, facilities or services affected by the project/change? Rating should be as per the level of Safety significance (either enhanced or reduced)

Question 5 is Assess the training component associated with implementing the project/change? Higher the associated training requirement, higher the rating.

Question 6 & last question is Assess the complexity of the transition from the existing system, facility or service? Higher the transition complexity, higher the rating.

• Step 2 of SCARS Form leads us to the Safety Outcome of the Change. This is achieved through a Preliminary Hazard Analysis (PHA). Hazards identified should be critical ones or a combination of high-

consequence and low-consequence ones. Identification of a few low-consequence hazards only and ignoring the

high-consequence hazards will lead to a wrong assessment. The safety outcome of change is calculated using the equation

Safety Outcome = Total Score X 100 (7 X No: of Hazards)

SCARS Form – SAF 103

• Step 3 of the SCARS Form is to find out the overall safety magnitude of the change. The results of steps 1 and 2 should be plotted in the matrix to obtain the value of overall safety magnitude of the change as MINOR, MODERATE or MAJOR.

• Step 4 of the SCARS Form helps to determine the method of safety reporting to be adopted based on the overall safety magnitude of the change. MINOR Change Safety Statement MODERATE Change Safety Statement + HAZLOG MAJOR Change Safety Plan + Safety Case + HAZLOG

• Step 5 of SCARS Form is for recording the Safety Statement. Safety Statement needs to be written if the overall safety magnitude of the change is either MINOR or MODERATE.


• Step 6 of the SCARS Form is to provide details of the HAZLOG (Risk Register) created for the new project. The details to be entered in the SCARS Form are:

HAZLOG Title Name of the HAZLOG Date Date of opening the HAZLOG Location Airport / Location of the facility Unit Name of the unit of the Project Manager

• Step 7 to 11 of the SCARS Form involve obtaining the details of the officials involved in the process of completing the Form.


Change ImplementationThe safety assessments required for change

management, by providing the minimum requirements for preparing:

Safety Statements; Safety Plans; and Safety Cases. All Safety Plans and Safety Cases must be sent to

and reviewed by Aviation Safety Directorate, CHQ prior to implementation of any change.

Safety Assessment ProcessThe SCARS form must be used to determine the safety magnitude of the change by assessing the likely impact of the change in terms of likelihood and safety outcome.If the safety magnitude is minor: a Safety Statement is completed in the SCARS form

by the initiator of the change and it is accepted (signed off) by the Manager having the safety accountability for that area

Safety Assessment ProcessIf the safety magnitude is assessed as moderate

: a) a Safety Statement is completed in the SCARS

form by the initiator of the change and it is accepted (signed off) by the Manager having the safety accountability for that area; and

b) a HAZLOG Register is also completed and the report from HAZLOG is attached to the SCARS form for sign-off by relevant Manager.

Safety Assessment Process

If the safety magnitude is assessed as major: a) a Safety Plan and a Safety Case must be

prepared and a HAZLOG Register for this change must be developed.

b) These documents are accepted by Managers at CHQ level.

SAFETY PLAN Safety Plan preparation must commence early in the project/

change life cycle, and be updated as appropriate during the course of the project/change implementation.

A Safety Plan may be written for each stage of the project lifecycle, for example a Design Safety Plan followed by an Implementation Safety Plan

A Safety Plan is used to communicate essential information to stakeholders about the proposed project or change.

Safety Plans must be reviewed by the Aviation Safety Directorate. After the Safety Plan has been approved, it should be

communicated to all stakeholders

SAFETY PLANThe Safety Plan must detail the:

Scope of the change in operational and organisational context;

a)Description of the construction project: Provide a full description of the planned construction project.

Assumptions, constraints and dependencies influencing the safety outcome of the project/change;

a)Types & frequency of air traffic: List the types of aircraft and number of daily movements anticipated during the construction period.

b) Disruptions to air traffic: What will be the impact on and disruptions to the air traffic as listed above

SAFETY PLANC) Position and height of equipment (Relative to Runways &

Taxiways): Provide the location and maximum working height of the construction equipment or vehicles and where that equipment will be working in relationship to the taxiway or runway edges/ends. This information is required to asses the impact on Obstacle Limitation Surfaces and object is.

d) Work adjacent to Runway/Taxiway: Temporary hazards on runway strips. Which zone will you be working in, which restriction and operational conditions will apply to your project.

Responsibilities, titles and names of the people managing the project/change; List of person responsible for construction

SAFETY PLAN Consultation and communication arrangements for the project/change;

Every construction project requires a Communication Plan. The Plan will cover communication with the airport’s clients/users, ATS and CHQ during all phases of the project; #1: Planning Phase, #2: Pre construction Phase #3: Construction Phase. ‐

a) Airport Ops ↔ ATS; b)ATS ↔ Construction Site; c) Airport Ops ↔ Construction Site; d)Airport Ops ↔ Users (Stakeholders; e)Airport Ops ↔ CHQ

SAFETY PLAN Safety management activities to provide the safety assurance of the

project/change; a) Displaced and/or Relocated Thresholds:

If the project will require a displaced or relocated threshold, provide an explanation as to why this is required, what percentage slope the calculations are based on, how will the new threshold be marked and lighted , what buffer is being provided for jet or prop blast, consideration.

b) Declared distance during all phases: Based on the above calculation what will be the revised declared distances.

c) Access control, vehicle operations and Escorts: How will vehicles and equipment access the construction site, will Airport Vehicle operator Permit be issued, will vehicles be escorted, whom will be providing escorts.

SAFETY PLANd) FOD control e) Stocking of construction material on the airside

Timelines and milestones; a)Stages/phases of the construction & schedules:

List the different stages of the construction activities with anticipated start and finish dates.

Resources and facilities required; a) Markings, barriers and lighting provided:

Describe all markings, barriers and lighting to be used to indicate unserviceable areas of the airport.

SAFETY PLAN Training and education requirements Arrangements for any training and education requirements

Mistakes are more likely to be mitigated by training and procedures. Review process

Arrange for a review of the Safety Plan by ASD, and send the approved copy to all stakeholders.

Approval authorities and requirements for the resultant safety documentation

SAFETY PLAN CHECKLIST• Scope of work to be performed, including proposed duration of work.• Runway and taxiway marking and lighting.• Procedures for protecting all runway and taxiway safety areas, obstacle-

free zones (OFZs), object-free areas(OFAs), and threshold citing criteria This includes limitations on equipment height and stockpiled material.

• Areas and operations affected by the construction activity, including possible safety problems.

• NAVAIDs that could be affected, especially critical area boundaries.• Methods of separating vehicle and pedestrian construction traffic from

the airport movement areas.• Procedures and equipment, such as barricades (identify type), to delineate

closed construction areas from the airport operational areas, as necessary.• Limitations on construction.

SAFETY PLAN CHECKLIST• Required compliance of contractor personnel with all airport safety and

security measures.• Location of stockpiled construction materials, construction site parking, and

access and haul roads.• Radio communications.• Vehicle identification.• Trenches and excavations and cover requirements.• Procedures for notifying ARFF personnel if water lines or fire hydrants must

be deactivated or if emergency access routes must be rerouted or blocked.• Emergency notification procedures for medical and police response.• Use of temporary visual aids.• Wildlife management.

SAFETY PLAN CHECKLIST• Foreign object debris (FOD) control provisions.• NOTAM issuance.• Inspection requirements.• Procedures for locating and protecting existing underground utilities,

cables, wires, pipelines, and other underground facilities in excavation areas.

• Procedures for contacting responsible representatives/points of contact for all involved parties.

• Vehicle operator training.• Penalty provisions for noncompliance with airport rules and regulations

and the safety plan.

• Safety Cases can be of three types depending on the phase(s) of the project lifecycle. They are:

Design/Concept Phase Safety Case (AAI-SAF-104) Implementation (Execution + Commissioning ) Phase Safety Case

(AAI-SAF-112) All Phases Safety Case (AAI-SAF-113)

• Each of these phases has slightly different emphasis on the objectives for the Safety Case report and the types of issues involved. These phases are not necessarily clear cut and can overlap.

Safety CASE

GUIDANCE ON SAFETY CASE

Project aspect Safety Case types

Large project scope Concept/Design andImplementation

Long project time frames involved

Concept/Design andImplementation

Significant stakeholder interest Concept/Design andImplementation

Significant design component Concept/Design andImplementation

Small to medium project scope All phases

Short time frames involved All phases

Concept/design SAFETY CASES• The purpose of a Concept/Design Phase Safety Case is to show that the new

concept, new system, facility or service, a new standard, or a new way of operating will be adequately safe “in principle” before trying to implement it. The Safety Case should describe the process used to develop the design solution. Include information on the standards and design methods employed for error. Hazard avoidance, detection and elimination during the development of the

design. Functions and operation of the new system, facility or service. Process by which the design of the new system, facility or service was

determined. Systematic processes to identify the risks and determine the risk controls. Risk controls and mechanisms identified in these processes. Arguments that, when implemented with the identified controls, the proposed

change will be adequately safe

Implementation phase SAFETY CASES

• The Implementation or “Transition” phase of a project is when we actually move to implement a design which has already been determined to be adequately safe. The process by which operational and engineering readiness is achieved

and signed off. The systematic processes used to determine the risk controls for the

implementation. The risk control mechanisms identified in these processes. The Safety Requirements identified as “essential” in these processes. Confirmation that the design has met its Safety Requirements The arguments that, when implemented with the identified Safety

Requirements and controls, the proposed change can be safely operated.

SAFETY CASES A Safety Case is a report that presents a structured and

comprehensive argument, together with evidence, that a project or change proposal can be safely implemented into the ATS and Airports system.

Safety Cases must be reviewed by Aviation Safety Directorate prior to being approved.

Safety Cases must detail the: scope of the change in operational and organisational context; validation of any assumptions, constraints and dependencies affecting the safe

outcome of the project/change; responsibilities, titles and names of the people managing the project/change; consultation and communication arrangements for the project/change; and outcomes of the safety management activities prescribed in the Safety Plan

including the:

SAFETY CASES hazard identification and risk management activities, tools, procedures and

standards used to provide safety assurance, for normal and abnormal modes of operation;

HAZLOG Register Report detailing the identified hazards and risk controls/safety requirements, including their status;

acceptance by the appropriate level of management of the various levels of risk associated with each hazard;

arrangements for any training and education requirements; timelines and milestones for the ongoing safety management of the change pre

and post implementation; argument that, when implemented with the identified controls, the proposed

change will be adequately safe; and arrangements and timing for the Post Implementation Review (PIR) of the

change following implementation.

STAKEHOLDER CONSULTATION

Stakeholder consultation should be designed to ensure that:The assessment of hazards and risks associated

with the proposed project is an accurate reflection of actual field practices; and

Personnel are aware of the potential risks to which they may be exposed and their role in controlling those risks.

AUTHORITY OF APPROVE ASSESSMENT

Aerodrome (Design change) ED (ARA Planning)

ATM (National Change) ED (ATM)

ATM (Local Change) GM (Aerodromes)/ATS in-charge

CNS (National Change) ED (COM)

CNS (Local Change) GM (CNS)/ CNS in-charge

Airports (Local Change) ED (Ops)/Airport Director/ Airport Incharge

RISK ACCEPTANCE AUTHORITY

Class AuthorityCat I Risk Unacceptable, action required to treat the

riskCat II Undesirable but may be accepted in exceptional

circumstances with the approval of the appropriate Executive Director

Cat III Tolerable, may be accepted by the appropriate General Manager

Cat IV Risk Acceptable with conditions with the approval of ATM/CNS/Airport In-charge

Post Implementation Review (PIR)

the review of the HAZLOG Register(s) relating to the change;

the arrangements for the ongoing management of hazards / controls;

details of any new safety issues identified resulting from the change; and

details of any safety lessons learnt. Eliminate/modify the safety risk controls that are no

longer needed or effective

107

Delineate and separate construction areas from aircraft operating areas

Safety Phasing Plan

108

Separate construction activities from movement and safety areas

Safety Phasing Plan

109

HAZARDOUS CONDITIONS: Tall but relatively low visibility units such as cranes or

drilling equipment in safety areas or approach zones.

Hazardous Condition - Excavation adjacentto runways, taxiways and aprons

110

Hazardous Condition - Excavation adjacentto runways, taxiways and aprons.

111

150 mtrs

Excavation and Open Trenches

VEER-OFF

OVERRUN

RUNWAY CROSSING COLLISION RISK

Taxiway Separation – Target Level Safety

117

Barricades/Red Lights

Barricades used to mark construction areas or closed pavement must be as low as possible to the ground; low mass; easily collapsible upon contact with an aircraft or any of its components; and weighted or sturdily attached to the surface to prevent displacement from prop wash, jet blast, wing vortex, or other surface wind currents. This particular barricade is designed to be filled with water.

118


Highway type barricades may be too high for use adjacent to movement areas.

119

The use of concrete jersey barricades in the movement areas (adjacent to taxiways) is not acceptable.


Non-movement Area

Movement Area

SPECIAL SAFETY REQUIREMENTS Temporarily closed runway/taxiway

Disconnect all lighting circuits. Obliterate threshold, designation, and touchdown

zone markings. Place a temporary cross at each runway end,

covering the numbers. Place a cross at entrances to each closed taxiway. Usually have NAVAIDs removed from service.

Airport Construction Is the work coordinated with other airport activities (air traffic, apron

management, security, etc.)? Is construction area clearly marked, signaled and isolated? Is the construction job going to affect airport operations? Will NOTAMs be required? Are temporary access routes identified? Are temporary threshold and operational areas clearly marked before

opening to operations? Are construction workers adequately trained and briefed regarding the

airport operations and hazards? Is the area cleaned and inspected before the area is opened to

operations Is there a safety coordinator in the contractor team? Has there been a pre-construction conference and safety issues for the

project were extensively discussed

8

R a d o m e $ 1 9 , 7 1 2

M a i n E n t r y D o o r $ 1 7 1 , 2 2 0

C a r g o D o o r $ 5 8 , 3 2 7

I n l e t C o w l $ 3 2 9 , 2 0 3I n l e t C o w l S e g m e n t $ 5 , 1 5 1

A i l e r o n & T a b A s s e m b l y $ 1 8 3 , 5 4 5O u t b o a r d F l a p A s s e m b l y

$ 2 5 5 , 8 4 5

I n b o a r d F l a p A s s e m b l y $ 2 2 4 , 8 7 2

E l e v a t o r A s s e m b l y

$ 2 6 4 , 7 0 8

L . E . S l a t A s s e m b l y $ 5 2 , 8 6 3

W i n g t i p A s s e m b l y $ 2 8 , 8 7 2

R a m p D a m a g e H a s B i g P r i c e T a g F o r A i r l i n e s

T A T P r o b e $ 6 , 5 8 3

P i t o t S t a t i c P r o b e$ 5 , 1 5 7

A O A V a n e$ 4 , 3 0 0

S i d e c o w l$ 1 6 1 , 4 0 7

P a r t s p r i c e s o n l y

RUNWAY SAFETY AREA REQUIREMENTS

management of change 22.4.15

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