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RAF Halton ASMP V2

RAF Halton Operations – Air Safety Management Plan

ROYAL AIR FORCE HALTON

OPERATIONS AIR SAFETY MANAGEMENT PLAN

2018 VERSION 2.0

(Copy No: )

ii RAF Halton ASMP V2


DOCUMENT RECORD

Date Issue Status 1 Jan 17 1.0 Redraft for 2017 – Significant update reflecting AP 8000

amendments including removal of Safety Targets and introduction of Safety Objectives and Leading Indicators as defined by the HQ 22 Gp ASMP V6.3.

01 Oct 18 2.0 Redraft for 2018 – Reflects the authorising signature on the change of OC Ops & Plans, the renaming of 22 Gp and the closure of RGC.

iii

RAF Halton ASMP V2


Distribution:

Copy No:

External: HQ 22 Gp - SO1 ASAR

e-copy PDF

Internal:

Stn Cdr

1

OC Ops & Plans Wg

2

Ops Sqn

OC

Master Copy

AFM 3

3

“Hector’s House”

4

“Watch Office”

5 RAFGSA – Chilterns Gliding Club OC

6

HAC

OC

7

Ops Manager

8

HMC

OC

9

Halton Model Aircraft Society OC

10

SERCO Supply Manager

11

Stn Intranet & Club Websites “Members Only” Area e-copy PDF

iv RAF Halton ASMP V2


CONTENTS

Para

FOREWORD by the Aerodrome Operator v

SECTION 1 – Policy:

Responsibility 1.01 Safety Priority 1.02 Safety Objectives 1.03 Scope 1.04 SMS Documentation 1.05 Positive Safety Culture 1.06 Aviation Documentation 1.07

SECTION 2 – Organization:

Responsibilities and Organisation 2.01 Training and Education 2.02 Interfaces with adjacent ASMS 2.03 DDH and HoE boundaries 2.04

SECTION 3 – Safety Management Activities:

Air Safety Meetings 3.01 Air Safety Meeting Battle Rhythm 3.02 Hazard Management 3.03 Bowtie 3.04 Management of Change 3.05 Reporting and Investigation of Occurrences 3.06 The RAF Halton Safety Reporting System 3.07 Defence Aviation Error Management System (AEMS) 3.08 Air Safety Promotion and Publicity 3.09 Emergency Arrangements 3.10

SECTION 4 – Air Safety Indicators:

Leading Indicators 4.01 Retention of Data 4.02 Evaluation and feedback of Data 4.03 System (ASMS) Review 4.04

ANNEX: A. Leading Safety Indicators A-1 B. ASMS Personnel B-1 C. RAF Halton Flying Regulation, Assurance and Governance Structure C-1 D. RAF Halton SFSO Terms of Reference D-1 E. RAF Halton Flying Org’s FSO Terms of Reference E-1 F. RAF Halton Flight Safety Survey G. RAF Halton SEMSCo Terms of Reference H. RAF Halton Mandatory Air Safety Reporting I. RAF Halton ASIMS Reporting Pathway

F-1 G-1 H-1 I-1

v RAF Halton ASMP V2


FOREWORD BY AERODROME OPERATOR ROYAL AIR FORCE HALTON

Wing Commander Ian Hough BA RAF

OC Operations & Plans Wing RAF Halton

In my capacity as the Aerodrome Operator (AO) and OC Ops & Plans Wg for RAF Halton, one of my responsibilities is to ensure that we maintain a safe airfield in order to assure the relevant Duty Holders (DHs) that RAF Halton provides a safe aircraft operating environment. The Military Aviation Authority (MAA) mandates1 that Defence Aviation organizations establish and maintain an Air Safety Management System (ASMS). This Air Safety Management Plan (ASMP) sets out the processes and procedures to be used for managing Air Safety at RAF Halton and how we interface with the various operators. Fundamental to safety management is developing and promoting an engaged safety culture, where people understand the risks associated with aircraft operations, feel empowered to question decisions and know that a Just Culture exists should errors occur. This must be upheld by clear leadership that is accountable, receptive and committed to an open reporting system, all nested in a culture of integrity and transparency. Therefore, irrespective of your duties on this Unit, or whether you are under command, a parented organization or a civilian company, Air Safety is integral to what we do; we are all responsible and have a part to play in its success. We must all, as CAS has directed, ‘Think safety’ and ‘Act safely’. I require all personnel, at RAF Halton, directly involved in aviation or the support of it, to read and understand this ASMP, abide by its principles and communicate its message.

1 MAA RA 1200 – Defence Air Safety Management

http://defenceintranetds.diiweb.r.mil.uk/sites/polestar/cs/DocumentLibrary/15/126_RA1200InitialIssue.pdf

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SECTION 1 POLICY

References: A. RA 1026 Aerodrome Operator B. RA 1200 Defence Air Safety Management C. RA 1210 Ownership & Management of Operating Risk D. RA 1400 Flight Safety E. RA 1410 Occurrence Reporting F. RA 1440 Air Safety Training Requirements G. AP 8000 The RAF Safety and Environmental Management System H. HQ No 22 Gp Air Safety Management Plan I. UK CAA Safety Management Systems – Guidance to Organisations (►Feb 2015◄) J. MAA Manual of Military Air Traffic Management K. RAF Sports Safety Management Plan 1.01 Responsibility. Under Reference A, as the Aerodrome Operator (AO), OC Ops & Plans Wg has a responsibility to deliver an Air Safety Management System and ensure that all known airfield hazards at RAF Halton are managed to tolerable and ALARP2 levels. The AO has a further responsibility to assure the DHs that utilise the airfield that the airfield-hazards are ALARP, and to inform them of any changes to airfield hazards that may affect the aircraft risks they hold. Whilst References A through to K apply and it should be noted that RAF Halton is a unique DH facing organization with a complex mix of Public and Non-Public funded flying activity. This activity is affected by a variety of different reporting requirements to military and civilian regulators: Military Aviation Authority (MAA) European Aviation Safety Agency (EASA) and Civil Aviation Authority (CAA). As the Airfield Supervisor, and as required by Reference I, OC Ops Sqn is responsible for day-to-day safety at RAF Halton. 1.02 Safety Priority. The primary aim of all No 22 Gp aviation activity is the safe delivery of output by continuing rigorous assurance of air safety plans, activities and analysis. At RAF Halton, these activities include air experience flying for RAF Halton personnel and Air Cadets, ►in addition to Joint Service personnel undertaking various flying courses through military funding◄. Furthermore, whilst their activity is underwritten by the Civil Aviation Authority (CAA), RAF Halton’s Service Flying Clubs are required to mirror this safe delivery of their output whilst operating from MOD property. If our flying, and the activities that support it, cannot be carried out in a manner that our laws and society consider safe, then it must not take place. 1.03 Safety Objectives. Air Safety is the state of freedom from unacceptable risk of injury to persons, or damage, throughout the life cycle of military air systems. The RAF Halton ASMP Objectives are founded on the 13 Objectives of AP 8000 - The RAF Safety and Environmental Management System (SEMP) and No 22 Gp ASMP (References G and H) that are summarised below:

a. Harm to People, Equipment and Reputation. Minimise the instances of harm to individuals resulting from RAF Halton flying activities.

2 ALARP – As Low As Reasonably Practicable, i.e. when the cost (in terms of money, time or effort) of further risk reduction is grossly disproportionate to the benefits of the risk reduction.



b. Compliance. Ensure compliance with all safety legislation, policy and regulation. c. Total Safety Culture. Develop a just, reporting, learning, flexible and questioning safety culture. d. Assurance. Continue rigorous assurance of air safety – plans, activities and analysis. e. Air Safety Management System (ASMS). Continue both to develop an effective ASMS to deliver Air Safety on behalf of the ODH and to work closely with the SSHEA to engender a culture of ‘Total Safety’. f. Dynamic Risk Management. Develop the use of Bowtie to capture all risks associated with Air Safety at RAF Halton. g. Organisation. Maintain an Air Safety organisational structure that provides appropriate governance to the No 22 Gp ASMP. h. Report and Investigate. Promote a robust Reporting Culture and conduct investigations into all reports that might compromise Air Safety to either civil or military authorities MAA or CAA. i. Safety Analysis. Analyse and exploit Air Safety data to identify trends and provide feedback to operators and support organisations. j. Assurance. Maintain a robust ASMS assurance process including periodic safety audits and continuous improvement. k. Education and Training. Ensure that all personnel receive appropriate education and training to play their part in the RAF Halton ASMS.

1.04 Scope. An important element of this ASMP is that it addresses primarily the Defence aviation aspects of Air Safety Management. However, the interaction of military aviation and Service Flying Clubs operating civil-registered aircraft at RAF Halton means that this plan is equally applicable to the civilian aircraft operators. It is designed to ensure that all airfield-users3 at RAF Halton understand and fulfil their safety management responsibilities. All Unit personnel, parented Units and Service Flying Club organisations at RAF Halton are bound by its policy and content. An important element in any ASMS is the ability to continuously improve; therefore this ASMP will evolve as air safety policy changes. 1.05 SMS Documentation. The RAF Halton ASMS is underpinned by this ASMP, Bowtie analysis of the Airfield Operating Hazards and the Emergency Response Plan (ERP). The Airfield Bowties are reviewed at quarterly ‘Inform/Bowtie Review Meetings (IBRM) while the separate quarterly Stn Flight Safety Meetings underpin the content of the ASMP. The ERP is reviewed and exercised annually. 1.06 Positive Safety Culture. For an ASMS to function effectively, a positive culture of Air Safety must be fostered across all airfield-users. It is the responsibility of all airfield users, in particular Commanding Officers, to develop a Positive and Just Safety Culture within their AOR which will

3 4-Worlds are used normally which is defined as: Aircrew, Aircraft engineers, ATC & BM personnel, and direct-support

personnel. However, as a minor aerodrome, this is not completely relevant at RAF Halton.



encourage scrutiny, eliminate complacency, and be impartial and fair. The crucial elements that will drive this culture are questioning, listening and reporting. 1.07 Aviation Documentation. The RAF Halton ASMP is subordinate to a higher-level hierarchy of ASMPs, including those from Defence, RAF and No 22 Gp. Accordingly, these orders are intended to be complementary to, rather than contradict, the policy and guidance contained in these higher-level ASMPs. Unless higher authority approval (ODH) is given, the most restrictive regulations should be applied.



SECTION 2 ORGANISATION

2.01 Responsibilities and Organisation. The RAF Halton Air Safety organisation is a complex one with further in-depth responsibilities depicted at Annex C. Responsibilities are broadly as follows:

a. Stn Cdr RAF Halton is the Head of Establishment. b. RAF Halton OC Ops & Plans Wg is the AO. c. OC Ops Sqn is the Airfield Supervisor and SFSO. d. SO3 Ops – is the Stn Error Management System Coordinator (SEMSCo). e. OC 2 FTS provides SME advice ►with regards to the Assurance of Air Safety Management Systems for the private air cadet flying undertaken by service clubs.◄ f. The CAA, EASA, BGA and BMAA are ‘virtual’ DHs for the civil-registered aircraft that operate from RAF Halton’s Service Flying Clubs. g. The relevant chairmen of RAF Air Sports Associations are deemed ‘Responsible Persons’ that report to AOC 22 Gp as ODH via the Directorate of RAF Sports (DRS).

It is essential, therefore, that RAF Air Sports’ Associations who have the Chairmen appointed as ‘Responsible Persons’ (RPs) under AOC 22 Gp as ODH remain DH-facing and maintain close links with the Air Safety organisations of those DHs who operate from RAF Halton. Specific posts that are essential to the delivery of the RAF Halton ASMS are listed at Annex B and Governance Diagram is at Annex C. 2.02 Training and Education. The training and education of personnel involved in the delivery of the RAF Halton ASMS are in line with the SQEP4 principle. Essential/Desirable training requirements are set out at Annex B. 2.03. Interfaces with Adjacent ASMS. The RAF Halton ASMS is subordinate to a hierarchy of higher-level ASMS within HQ Air and HQ 22 Gp. Additionally, the RAF Halton ASMS forms part of the RAF Halton Total Safety Management System and operates in conjunction with the ASMS of the various civilian aviation clubs operating from the Unit. It also sits alongside or above Air Sports Associations’ and National Governing Bodies’ Safety Management Systems and plans. A non-exhaustive list is as follows:

a. AP8000 RAF Safety Management Plan. b. HQ 22 Gp Air Safety Management Plan and Safety Manual. c. RAF Flying Clubs’ Assoc Safety Management System. d. RAF Gliding and Soaring Assoc Safety Management Plan. e. RAF Microlight Aircraft Safety Management Plan. f. RAF Model Aircraft Assoc Safety Management Plan. g. ICAO Document 9859 Safety Management Manual. h. CAA CAP 1059 – Safety Management System for Small Non-Complex Orgs.

4 SQEP – Suitably Qualified and Experienced Person.



2.04 DDH and HoE boundaries. At RAF Halton, No 22 Gp aircraft operate where the HoE is not the DDH. RAF Halton’s HoE and AO are DH-facing and required to work with DHs responsible for the aircraft flying from RAF Halton. DHs are to establish clear boundaries of responsibility to ensure that both parties agree the level of support provided by RAF Halton. These boundaries of responsibility will be clearly recorded in a Letter of Appointment, and ratified whenever any of the DHs, HoE and AO change post iaw the No 22 Gp ASMP.

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SECTION 3 SAFETY MANAGEMENT ACTIVITIES

3.01 Air Safety Meetings. A well-structured meeting programme enables both ‘assure’ and ‘ensure’ activity. The Halton ASMS battle rhythm is aligned to ensure the information flow to DHs is timely and efficient. There are 3 core meetings: the Station Flight Safety Meeting (SFSM), the Halton Airspace Users Group (HAUG) and Inform/Bowtie Review Meetings (IBRM). All are held quarterly and on adjacent months, and timed to inform the Stn Command Board (SCB), which in turn will discuss Flight Safety and Health & Safety under a ‘Total Safety’ construct. The battle rhythm is shown in Figure 3.02.

Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar

SCB SFSM IBRM

HAUG SCB SFSM IBRM

HAUG SCB SFSM IBRM

HAUG SCB SFSM IBRM

HAUG

Figure 3.02 – RAF Halton Air Safety Meeting Battle Rhythm

a. Station Flight Safety Meeting. The aim of the RAF Halton SFSM is to provide a quarterly update on all air operations in order to ensure a safe operating environment and provide assurance to the HoE and AO. The SFSM has a mandatory attendance5 and a set agenda, which will be chaired by the Stn Cdr or Deputy; the SFSO will act as the Sec or delegate this activity. The standing agenda is detailed as follows:

(1) Introduction

(2) Record of previous decisions

(3) Matters arising

(4) Mandatory reports

(i) SFSO’s and/or SEMSCO report

(ii) IBRM Report

(iii) FOD Officer’s report

(iv) Stn Fire Officer’s report

(iiv) SETL’s report

(5) AOB

b. Halton Airfield Users Group. The aim of the HAUG, chaired by OC Ops and Plans Wg, is to provide a forum where information can be disseminated, and issues discussed, that affect both military and civilian aviation at RAF Halton. While the focus is airfield, management discussions may include safety matters if required. Together the SFSM, IBRM

5 Mandatory: Stn Cdr, OC Ops & Plans Wg, OC Ops Sqn/SFSO, SO3 Ops/SEMSCO, Airfield Manager, OIC HAC,

OIC CGC, OIC HMC, SSHEA, DIO SETL, Stn Fire O.

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and the HAUG present the AO the primary means of assuring and ensuring Air Safety amongst all operators from RAF Halton. The AFM acts as Sec for this event. c. InForm/Bowtie Review Meetings. The aim of the IBRM is to provide a forum for SQEP and non-SME personnel to review and analyse locally submitted InForms and use the conclusions to test the effectiveness and content of the RAF Halton Airfield Bowtie models. Facilitated by SO3 Ops, detailed conclusions and recommendations are shared with all airfield users via an InForm Bowtie Meeting Record of Review sent out to all parties. d. Stn Command Board (SCB). The aim of the RAF Halton SCB is to ensure and assure the safe and efficient delivery of all outputs from RAF Halton, and to direct and allocate resources in order to reduce risk and optimise future deliverables. The RAF Halton SCB informs the Commandant’s Mission Delivery Board. e. Station Weekly Execs. The weekly forum of Station Execs, chaired by the Stn Cdr, will formally address emerging and on-going safety issues, prior to addressing routine management issues. All subordinate exec meetings should have safety as their 1st formal agenda item.

3.02 Hazard Management. All airfield hazards shall be reported and managed, to enable DHs to maintain risks to their aircraft at a tolerable and ALARP level.

Figure 3.03 – The Safety Cycle 3.03 Bowtie. A number of Bowties are maintained at RAF Halton in order to inform DHs and other aircraft operators of the major risks (Top Level Events) and the Barriers employed both to counter the potential Threats and to mitigate against potential Consequences. The following list of Bowtie activity provides evidence of pro-active management of the Risk to Life (RtL) and is informed by the regular submission and review of InForms (full versions are on the RAF’s Bowtie Server):

Ser No:

Top Level Event Lead Organisation

1 Loss of Safe Separation within the RAF Halton ATZ Operations Sqn

2 Halton Airfield – Uncontrolled Fire Operations Sqn

3 ►NO LONGER IN USE◄ ►◄

4 ►NO LONGER IN USE◄ ►◄

Identify Hazard

Mitigate Risks

Assess Risks Monitor The Safety Cycle

Bowtie Charts

Reporting (DASOR/Informs)

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5 RAF Microlight Association (Halton) – Loss of Safe Separation6 RAFMFA

6 RAF Flying Clubs Association – Loss of Safe Separation RAFFCA

7 RAFGliding & Soaring Assoc – Air Operations Risk RAFGliding & Soaring Assoc – Gnd Operations Risk

RAFGSA RAFGSA

Figure 3.04 - RAF Halton - Airfield Bowtie Models

3.04 Management of Change. It is important to understand the potential for unwanted consequences of changes at RAF Halton. We must be cognizant that the ability to maintain a safe airfield can be compromised by a number of factors, as follows:

a. Tasking and Personnel. The current environment of decreasing resource to meet increasing task has the potential to allow the focus to stray away from the maintenance of Air Safety. Organisational change is often required to mitigate this task/resource disparity; however, this needs to be managed carefully. b. Regulatory Changes. Regulatory changes include those for any aviation related orders such as MAA RA which have the potential to change the nature of the task.

c. Risk Management. Any concerns regarding significant and detrimental changes to the effectiveness of either Bowtie Barriers or Mitigations are to be communicated to relevant DHs and other aircraft operators at RAF Halton as soon as possible, to ensure that the level of risk to life (RtL) remains acceptable. This communication usually follows the outcome of the quarterly IBRM; however, important changes regarding levels of risk should be notified to the DH chain at the earliest opportunity.

3.05 Reporting and Investigation of Occurrences. All reporting and investigation of occurrences is to be conducted in accordance with RA 1410. An important part of any safety system is the ability to record and analyse the number and type of safety incidents that occur during the organisation’s operations. All DASORs will be subject to investigation that will vary according to the seriousness or at the direction of the risk holder(s). This requires the organisation to have a safety reporting system (SRS). A successful SRS must engender the trust of those for whom it works. To do this the SRS must:

a. Record all relevant data. b. Have a system for handling and managing reports. c. Be reliable and can be audited. d. Be easily accessible. e. Not apportion blame or fault.

6 The Associations detailed under Serial 5, 6, 7 use the RAF Halton Bowtie Folder Structure to maintain their models –

accountability remains with the Chairman of each Association.

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3.06 The RAF Halton Safety Reporting System. For every accident there are numerous occurrences and many of these could well have ended in an accident, were it not for good providence. In the UK the majority of General Aviation (GA) Occurrence Reports (the large majority of RAF Halton flying is GA) are related to infringements of controlled airspace. This gives an unbalanced view of what is going on in GA which is brought about because it is a mandatory requirement for Air Traffic staffs to report infringements. In contrast, GA pilots and engineers adhere to a mainly voluntary occurrence reporting system for their respective disciplines. However, as the opening page of OCCURRENCE LISTING says: YOUR REPORT COULD SAVE SOMEONE ELSE’S ACCIDENT. Put simply, sharing your incident, however trivial it might seem to you, could save a life. If you are worried about potential problems with authority then consider a confidential report instead – or speak to the SFSO in confidence first. 3.07 The RAF Halton Safety Reporting System (SRS) is designed to use either the Defence Aviation Safety Occurrence Report (DASOR) or InForm. This does not replace the EASA/CAA administered MORS (CAA SRG 1601 or, when issued, the ATO-OPS-001) for EASA/CAA registered aircraft on MOD property, but since 2015 there has been an option on ASIMS to file a DASOR that will inform the CAA’s Safety and Airspace Regulation Group (SARG) and thus provide the required information – Halton Aerodrome Order HAL 1410 refers. For hazard observations, near misses and minor incidents then the MAA InForm is the preferred method of reporting. InForms are available from your SFSO. RAF Halton has ►up to 16300 movements per year◄ and so our contribution of safety information to the Defence Air Environment is very welcome – some lessons learned in our Gliders, Microlights and Light Aircraft are as applicable to other aircraft types such as the Hercules, Typhoons, Chinooks etc. Annexes G and H contain further information by providing a list of mandatory items to be reported and a pictorial diagram of the reporting system flow.

Figure 3.7 - RAF Halton Safety Reporting Systems

AIRPROX MORS CHIRP DASOR

‘InForm’

Submit CAA SRG1601 form. Lesson for MOD? If the accident or incident was at RAF Halton then use DASOR or InForm. The Safety Team will notify the CAA via ASIMS.

Submit CAA CA 1094 or via ASIMS. Do not submit duplicate CAA or

MOD form.

Submit CHIRP form. Lesson for MOD then use InForm or DASOR

Is this a lesson that MOD only will benefit from?

Submit DASOR via SFSO or via ASIMS. NB. The SFSO may mandate some DASOR reports as well as

MORS

Is this a ‘near miss’ or error?

Submit a RAF Halton ‘InForm’' Report – the SFSO will consider a DASOR. This should be your default reporting form if you cannot decide how

to report it.

HSE Safety Reports

Some RAF Halton Airfield accidents or incidents may need to be reported to SSHEA – An ‘InForm’ should be used or for more serious accidents a F7454.

File within 24 hours

Accident within 24 hours

Incident within 48 hours







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3.08 Defence Aviation Error Management System (DAEMS). DAEMS is constantly evolving and is fully implemented at RAF Halton. All personnel, civilian or military, are encouraged to use the RAF Halton ‘InForm’ to report safety concerns. At RAF Halton the DASOR remains the preferred reporting method for Air Safety incidents/accidents, which is now augmented by the ability to notify the CAA. It can augment the EASA/CAA administered MORS and AIRPROX systems and the SFSO is able to enter InForm reports on the military Aviation Safety Information Management System (ASIMS) and then send them to the CAA SARG – in 2017 it is also expected that a future version of ASIMS will be able to provide reports to European Co-ordination Centre for Aviation Incident Reporting Systems (ECCAIRS) format. On completion, RAF Halton ‘InForms’ should be submitted to the Station Error Management System Coordinator (SEMSCo) in Ops Sqn or they can be posted in one of the yellow post boxes which are positioned in Hangars 2 & 3. The SEMSCo will process the reports by recording them on a station database, transferring the data to a DASOR (if applicable) and by collating the reports for discussion at the quarterly IBRM. In parallel, the originator will be given timely feedback on any significant safety developments relating to the report. 3.09 Air Safety Promotion and Publicity. Engagement with the Safety Centre and dissemination of safety policy, procedures, occurrences, issues and lessons is necessary to raise Air Safety awareness and spread good practice. It is therefore essential that Air Safety receives a high level of publicity at RAF Halton and her flying organisations. This is achieved in a variety of ways, from Air Clues to Air Safety notice boards; additionally, full attendance at Air Safety meetings enables lessons to be identified and good practice to be spread. Individual RAF Halton pilots should now have their email addresses submitted via their Club/Organisation so that safety related information can be sent direct. 3.10 Emergency Arrangements. An Emergency Response Plan (ERP) for RAF Halton is maintained by Ops Sqn. In most cases, a training/live exercise of the ERP should be held at least every 2 years, with table top exercises held annually as a minimum. Furthermore, Ops Sqn is to ensure that liaison with the Civil Emergency Services (CES) and RAF Brize Norton Post Crash Management incident staff occurs and that regular airfield familiarisation is given and recorded within the Defence Airfield Assurance Framework (DAAF).

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SECTION 4 AIR SAFETY LEADING INDICATORS

4.01 Leading Indicators. The leading safety indicators are derived from the guidance contained within AP 8000 Lflt 8007 and No 22Gp ASMP V7.1; they are detailed at Annex A. 4.02 Retention of Data. Retention of Air Safety data is to be conducted iaw extant Joint Service publications, the UK Air Navigation Order, MRPs and HSE/RIDDOR arrangements. 4.03 Evaluation and feedback of Data. The RAF Halton assurance structure of safety meetings, as described in 3.01, will analyse safety risks, issues and trends in order to ratify the extant Bowtie analysis. Should adverse trends be identified, the forum will initiate activity and, where practicable, either implement mitigations or allocate additional resource. The DDH, DAC, RPs and other aircraft operators at RAF Halton are to be made aware of all significant changes to the effectiveness of the Barriers and Mitigations contained with the RAF Halton Bowtie models that relate to all airfield activity. This is fed back via the IBRM meeting/report or via email to the persons involved. There will also be the following levels of assurance activity that is linked to the DAAF:

a. 1st Party Assurance - Internal Assurance, led by Ops Sqn. b. 2nd Party Assurance - External Assurance (HQ 22Gp and HQ Air or similar). c. 3rd Party Assurance - Regulatory Assurance by the MAA and CAA. 4.04 System (ASMS) Review. The RAF Halton ASMP is to be reviewed at least annually, and is subject to continuous improvement and updates to reflect changes in MAA policy and RAF Command and Gp direction.

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ANNEX A Leading Safety Indicators

Ser Objective Leading Indicator Example Evidence

1 Policy

a) Maintain and continue to develop an effective

ASMS to deliver AS at RAF Halton

1) Review of Unit ASMS by 22Gp ASAR, feedback

provided

Email chain with review comments on ASMP

updates. ASAV report.

2) Assessment of ASMS by ASAR during

Assurance visit

ASAV report and supporting team members visit

notes.

3) Review of 3rd Party audit Corrective Action

Reports

Email chain with email comments. Meeting

minutes. Review process in place. CARs

retained and easily accessible on

►Sharepoint◄.

4) Evidence of functioning interfaces with adjacent

SMSs

Letters of agreement. Meeting TORs showing

representation from DH facing orgs.

5) Evidence of interaction with DH facing elements,

e.g. DIO Meeting minutes.

b) Conduct proactive Emergency Response

Planning

1) Provide evidence of emergency response

planning and practice; dates of last crash ex, table

top exercise

Minutes of post exercise meeting. ‘Lessons

identified’ documentation updated to reflect

exercises, actions assigned and tracked/use in

CI of plans.

2) Provide evidence of AS assessment of Business

Continuity plans for non-standard operations

Unit BC plans subject to regular review and

changes reviewed by P&P staff. Emails/meeting

minutes discussing AS assessment. BTs raised

to review the proposed change.

2 Risk management

a) Use Bowties for risk management activity 1) Provide evidence of Bowtie use in the

management of RtL

BowTies readily available for personnel to

review. Reference to use of BTs in meeting

TORs. Reference in minutes of meetings

(safety/execs/DDH RG) to use of BTs in

decision making.

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2) Provide evidence that relevant safety information

from DASORs, OSIs or other sources, is used to

inform Bowties

Inform BT Review Gp standing agenda item - to

consider whether any BT changes are required

in light of meeting discussions. Minutes showing

actions to update BTs. Archived BTs to show

that BTs are being updated (not purely at

mandated DDH 6-monthly review). BT changes

officially endorsed and recorded (i.e. captured in

BTRG minutes etc.).

b) Investigate DASORs and OSIs in a thorough

and timely manner

1) Provide evidence that DASORs are investigated

thoroughly and in a timely manner, and

recommendations are progressed to satisfactory

closure

Numbers of trained investigators – covering 4

worlds. Tracking of investigators and currency.

System in place to allocate investigators. Time

from OSI initiation to DDH RG tracked. Time for

OSI to be initiated post event recorded. System

in place to track DASORs and any

recommendations.

2) Provide evidence that OSIs findings are reviewed

by ADDH within 45 days of date OSI convened

OSI tracking system in place. Minutes of DDH

Review Groups.

c) ASMT resource able to facilitate RM activity

1) Provide evidence of number of established AS

posts filled, and projected manning for next 6

months

SQEP matrix showing courses, postings in/out

etc. Emails to Air Manning etc. re: gaps, DHAN

notes to highlight any risk resulting from ASMT

manning issues.

3 Assurance

a) Conduct assurance

1) 2nd Party assurance of units by ASAR: Visit schedule and visit reports. Email chain

and/or letters requesting visit dates.

2) Evidence of 1st Party assurance by units and

ASAR

Outlook entries showing visits to sections/units

by ASMT. Written evidence of any findings.

Minutes of meetings discussing assurance

activities/plans. RAF SEET

3) Evidence of continuous improvement (CI) activity

Diary entries showing CI events. CI outputs

documented. Actions taken following RAF

SEET results.

4) Quality of InForm Submissions Reports detailing Inform Review process.

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b) Demonstrate supervision and control of

activities

1) Evidence at FSV, and routinely, of satisfactory

supervision and control

Assurance Activity plan. Assurance reports.

Action allocation & tracking. Minutes of DDH

Review Group meetings. FSV reports.

4 Promotion

a) Education and Training

1) No of AS personnel who are SQEP for role iaw

SQEP criteria




manning issues.

2) No of required Gp AS personnel who have

completed MAA CoAST ASDA training




manning issues.

3) No of all 22Gp personnel (including relevant

contractor personnel) trained in HF & EM as

required by AP 8000 Lflt 8141

JPA printout. Tracking of currency. Reminders

re: currency. HF&EM training events.

Feedback from HF/EM events.

4) Display of Current Bowtie in Club Facilities Visit to Club Crewrooms etc.

b) Communication

1) Provide evidence of AS communication activity;

AS days, AS promotion activity, engagement with

operators and 4-Worlds personnel

Outlook diary entries. Minutes of meetings

discussing AS/CI days. Attendance sheets &

feedback from events.

2) Provide evidence of feedback to reporters and

operating community on AS findings

Feedback process documented in ASMP. AS

bulletins reflecting DASORs of interest. Use of

DASORs in AS Days, HF/EM training –

documentary evidence from hand-

outs/presentations.

3) Display of Current Bowtie in Club Facilities Visit to Club Crewrooms etc.

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RAF Halton ASMP V2


ANNEX B

ASMS PERSONNEL, COMPETENCIES & TRAINING

Ser Post Holder Essential Desirable Notes

1 Stn Cdr DHASC / DASMC Fg or ABM or Flt Ops

Either Stn Cdr or OC Ops & Plans Wg to be from Fg, ABM or Flt Ops branch.

2 OC Ops & Plans Wg

DHASC / DASMC Fg or ABM or Flt Ops

3 OC Ops Sqn/SFSO

Fg or ABM or Flt Ops, FSOC, PCMIO, ASIMS V3 Trg, HF Instr & Facil Cse, SMS

HIRAC, OI, HF Examiner Cse, PPL, BGA Licence, CAA ROCC / MAGROCC

All Safety

Management Qualifications to be documented and monitored by OC

Ops Sqn. 4 Ops Officer/Safety Manager/SEMSCo

Fg or ABM or Flt Ops, PCMIO, EEM, ASIMS V3 Trg

OI, HF Examiner Cse, MAA air Safety Man Systems Cse, GETC , HF Instr & Facil Cse, PPL, BGA Licence, CAA ROCC / MAGROCC

5 AFM Fg, ABM, Flt Ops or civilian equivalent, FOD

PCMIO

6 AAFM Fg, ABM, Flt Ops or civilian equivalent, FOD

PCMIO

DHASC – Duty Holder Air Safety Course DASMC – Defence Air Safety Managers Course EEM – Effective Error Management Course FSOC – Flight Safety Officers Course HIRAC – Hazard Identification & Risk Assessment Course OI – Occurrence Investigator Course ORG – Occurrence Review Group Course PCMIO – Post Crash Management Incident SMS – Safety Management System Course

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RAF Halton ASMP V2


ANNEX C

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RAF Halton ASMP V2


ANNEX D

RAF HALTON SFSO TERMS OF REFERENCE References: A. RA 1200 Defence Air Safety Management B. RA 1210 Management of Operating Risk C. RA 1400 Flight Safety D. RA 1410 Occurrence Reporting E. RA 1420 Service Inquiries – Convening Authority F. RA 1430 Aircraft Accident Response & Post Crash Management G. RA 1440 Flight Safety Training Requirements H. AP 8000 The RAF Safety and Environmental Management System I. HQ No 22Gp Air Safety Management Plan J. RAF Halton Air Safety Management Plan K. HQ 22Gp ASOs. 1. As the Station Flight Safety Officer (SFSO), you are responsible for advising the Stn Cdr, Wg, Sqn and Unit Cdrs on all aspects of flight safety. Your roles and responsibilities are to be carried out iaw MRPs, and include: 2. Primary Duties:

a. Lead in the development and sustainment of the RAF Halton Air Safety Management System (ASMS) iaw References C and H. b. Maintain and regularly review the RAF Air Safety Management Plan (ASMP) iaw Reference H. c. Advise the Stn Cdr and OC Ops & Plans Wg on all matters relating to Flight Safety iaw the above references in order to maintain the highest possible standards of safety and risk awareness at RAF Halton for all operations undertaken by ac operating from RAF Halton. d. Act as Stn LO and provide such assistance as is necessary to personnel conducting Service and Unit-level Investigations at RAF Halton iaw Reference C and E. e. Promote Air Safety awareness and a “Just Culture” at RAF Halton iaw references C, G and H. f. Lead in the development and sustainment of the Stn Aviation Error Management System (AEMS) iaw references C, G and H. g. Identify and coordinate the training requirements for Stn personnel in RAF Halton ASMS related posts to ensure that all ASMS positions are filled by SQEP iaw reference H and the RAF Halton ASMS (Annex B). Also, maintain a record of training requirements and training status of these personnel. i. Assist OC FD with the delivery of Human Factors training across the Stn iaw references C, G and H – OC FD is to maintain a record of the training.

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RAF Halton ASMP V2


j. Act as, or provide a Secretary for the Quarterly Stn Flt Safety Meeting. Specifically, you should maintain the Stn/Unit ASMS Battle Rhythm (meeting schedule), and ensure that minutes/actions from FS meetings are recorded and tracked to completion. k. Deliver Flight Safety publicity and education, iaw reference C, G and H. l. Coordinate with SSHEA, to deliver Stn Total Safety Trg Days. m. Manage and update the RAF Halton Airfield Bowtie Models. n. Liaise regularly with Occurrence Investigations and provide SME support to Occurrence Review Groups.

4. Additional Duties. You are to conduct regular visits to all flying units on station (including visiting detachments) and associated supporting units to examine, discuss and, where possible, improve Air Safety standards at all levels. COMPETENCIES 5. The following competencies are required for the post:

a. Essential:

(1) MAA Flight Safety Officers’ Cse (FSOC). (2) MAA Post Crash Management Incident Officers’ Cse (PCMIOC). (3) ASIMS Version 3.0 trg (Defence Learning Portal). (4) GETC HF Instructor and Facilitator’s Cse (at DHFTC). (5) MAA Air Safety Management Systems Cse. (6) Have an aircrew or ATM background.

b. Desirable: Occurrence Investigator Cse; HF Examiner’s Cse, PPL, BGA Glider Licence, CAA ROCC or MAGROCC.

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V RAF Halton ASMP V2


ANNEX E

RAF HALTON FLYING ORG FSO TERMS OF REFERENCE 1. The Flying Org Flight Safety Officer (FSO) is to be appointed by the Club’s OIC or Org’s OC and is to sit on the Club’s Committee or Sqn Exec. They are responsible for all Flight Safety matters at their organisation and are responsible to the OIC/OC and Station Commander for instilling a sound safety culture. 2. The FSO is to be:

a. A qualified PPL or equivalent (minimum). b. A serving member of HM Forces (by preference). c. Experienced in military or civilian Flight Safety or a non-aviation equivalent.

3. The duties of the FSO’s duties include:

a. Implementing the RAF Halton Air Safety Management System (ASMS) and training their members in its use. b. Distributing and displaying RAF Halton and wider Defence safety publications to the Club Members. c. Staff Safety Reports (CAA, MAA or both) and action accordingly. d. Act as a conduit between the military and civilian safety community in the local area. e. Provide advice to other FSOs as required. f. Hold regular safety education events. g. Provide a confidential method of reporting safety issues for club/org personnel. h. Ensure availability of safety reporting. i. Conduct an annual Flight Safety Survey (Annex F of RAF Halton ASMP) of the Flying Org and report deficiencies at the next Quarterly Stn FS Meeting. j. Ensure that adequate training is provided to all personnel in the event of an accident and conduct an annual accident exercise.

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ANNEX F

RAF HALTON ASMS FLIGHT SAFETY SURVEY

Ser No

Survey Question Answer

1 Are all personnel flying at the Flying Org, including flying instructors, properly licensed by the relevant flying authority?

2 Is all aircraft servicing carried out by licensed engineers or supervised and correctly over signed?

3 Is immediate supervision exercised at sufficiently high levels of authority with relevant flying experience?

4 Is adequate supervision exercised when flying takes place?

5 Does the club conform to the relevant MOD regulations (eg. No 22 Gp ASMP, relevant GAI, JSP360, MRPs, RAFFCASMS, Stn FOB, etc…)?

6 Are fire fighting, rescue, medical and survival services adequately provided for?

7 Are ATC procedures specified for operations and are they safe?

8 Is a map of the local area displayed in the Club House showing prohibited areas, restricted areas, noise sensitive areas, danger areas and local flying avoids?

9 Does the Club have access to adequate NOTAMS, Royal Flights (if applicable), TAFs, METARs, Navigation Warnings, etc..?

10 Are pre-flight aircraft safety checks carried out and recorded?

11 Are local weather minima specified and enforced?

12 Are the problems of propeller swinging, engine icing and turbulence/wake effects emphasized in Flying Org information?

13 Are all cross country flights closely supervised?

14 If the Org/Club aircrew plan to operate over significant expanses of water are sufficient survival precautions taken?

15 Does the Fg Club membership hold sufficient insurance cover?

16 Is fuel stored correctly and are adequate measures taken both to prevent fuel contamination and to allow for aircraft earth connections?

17 Is Club/Org flying activity co-ordinated with normal station flying?

18 Is the FSO familiar with the Flying Org rules, activities and procedures?

19 Are flight safety surveys of the Flying Org undertaken periodically?

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RAF Halton ASMP V2


Ser No


20 Is the club supervisory structure, as it relates to safety policy, practices and procedures, clearly defined and available to members?

21 Has the club a nominated safety officer? Does he report to the Chairman?

22 Does the gliding club have a programme to evaluate hazards and promote safety in accordance with RAFGSA SMP and BGA SMS requirements?

23 Are there an adequate number of active and current instructors, and is there a CFI succession plan?

24 Are current NOTAMs and Met reports available?

GLIDER CLUB CONSIDERATIONS7

Ser No


1 Are all club gliders equipped with energy absorbing cushions?

2 Are energy absorbing cushions encouraged in private gliders?

3 Are glider ballast weights readily available for club gliders? (How are they secured?)

4 Are all club gliders provided with audio varios?

5 Who is responsible for the maintenance of the winching equipment?

6 Are winch cables and cable assemblies fit for purpose, used with appropriate weak links and routinely inspected?

7 Are appropriate ground warning signs provided?

8 How do people on the airfield know that a winch launch is underway e.g. is there a beacon on the winch?

9 How is pre-solo training recorded to meet BGA ATO requirements?

10 Has the club a post-licence development training programme?

11 Are visiting pilots given a site briefing?

12 Are members required to seek CFI approval for ownership of a new type?

13 Is aircraft conversion advice provided for new owners?

7 Sample of considerations taken from V2.0 of RAFGSA SMP dated Sep 16.

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RAF Halton ASMP V2


ANNEX G

RAF HALTON SEMSCo TERMS OF REFERENCE

References: A. RA 1200 Defence Air Safety Management B. RA 1210 Management of Operating Risk C. RA 1400 Flight Safety D. RA 1410 Occurrence Reporting E. RA 1420 Service Inquiries – Convening Authority F. RA 1430 Aircraft Accident Response & Post Crash Management G. RA 1440 Flight Safety Training Requirements H. AP 8000 The RAF Safety and Environmental Management System I. HQ No 22Gp Air Safety Management Plan J. RAF Halton Air Safety Management Plan K. HQ 22Gp ASOs. 1. As the Station Error Management System Coordinator (SEMSCo), you are responsible for advising the Stn Cdr, Wg, Sqn and Unit Cdrs for the effective monitoring, operation and administration of the RAF Aviation Error Management System (AEMS). Your roles and responsibilities are to be carried out iaw MRPs, and include: 2. Primary Duties:

a. Act as a focal point at RAF Halton for information and guidance on RAF AEMS policy

and procedure.

b. Liaise frequently with personnel within the Air Safety environment to review the

operation of RAF AEMS and to identify and communicate good practice.

c. Give support to LEMSCos in the publicising and promotion of the RAF AEMS.

d. Regularly visit units/sections to give a visible presence to the RAF AEMS and to

encourage participation in the RAF AEMS.

e. Advise and guide the Stn Cdr (as the Stn Error Mgt System Owner (SEMSO)),

nominated deputies, ORG members and others on the application of the RAF Just Culture policy, seeking support and guidance from Regional Teams (REMSCo), Group HQ and RAF Flight Safety Staffs, as required.

f. Develop, compile and monitor KPIs, information and statistics as directed by the

SEMSO, Group HQ and RAF Flight Safety Staffs.

g. Liaise frequently with other stn SEMSCos and the Regional Error Management System

Coordinator (REMSCo).

i. Identify Air Safety trends to local management for consideration of further action by

regular and routine analysis of the data and information captured into ASIMS.

j. Analyse the content of all In-Form Reports and ensure all safety related/non-safety

related information has been or is identified and that appropriate follow up action is/has

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RAF Halton ASMP V2


been instigated. If required, instigate further action throughout the wider AoR to mitigate and/or resolve the reported issue ensuring that mitigations/interventions taken are effective and sustainable.

k. Ensure that all In-Form Reports assessed as being Air Safety related are entered into

ASIMS as a DASOR and subsequently managed iaw MAA ASIMS policy and procedures.

l. Ensure that all In-Form Reports assessed not to be air safety related are forwarded to

the appropriate SME for further staffing and that the originator of the report is notified accordingly. In-Form Reports assessed as being non-air safety related are not to be raised as a DASOR.

m. Ensure that all Confidential In-Forms are managed and administered so as not to identify the reporter to any other person unless permission to do so has been obtained from the reporter. n. Manage and update the AEMS spread sheet and the RAF Halton Airfield Bowtie Models. o. Liaise regularly with Occurrence Investigations and provide SME support to Occurrence Review Groups.

4. Additional Duties. You are to conduct regular visits to all flying units on station (including visiting detachments) and associated supporting units to examine, discuss and, where possible, improve Air Safety standards at all levels. COMPETENCIES 5. The following competencies are required for the post:

a. Essential:

(1) SEMSCo Course. (2) Occurrence Review Group (ORG) Course. (3) ASIMS Version 3.0 trg (Defence Learning Portal). (4) Have an aircrew, engineering, Flt Ops or ABM background.

b. Desirable: Occurrence Investigator Cse; HF Examiner’s Cse, MAA Air Safety Management Systems Cse, GETC HF Instructor and Facilitator’s Cse (at DHFTC), PPL, BGA Glider Licence, CAA ROCC or MAGROCC

H - 1

RAF Halton ASMP V2


ANNEX H

RAF HALTON MANDATORY AIR SAFETY REPORTING

References:

A. Commission Implementing Regulation 2015/1018 under Annex V for General Aviation - Annex V to EU CIR 2015/1018

B. RA1410 https://www.gov.uk/government/publications/regulatory-article-ra-1410-occurrence-reporting. To help decide what is Mandatory or which may be Voluntary for reporting purposes the following table has been developed:

Ser No

Occurrence Description CAA/EASA Required

MAA Required

1 Unintentional loss of control X X

2 Landing outside of intended landing area X X

3 Inability or failure to achieve required aircraft performance expected in normal conditions during take-off, climb or landing

X X

4 Runway incursion X X

5 Runway excursion X X

6 Any flight which has been performed with an aircraft which was not airworthy, or for which flight preparation was not completed, which has or could have endangered the aircraft, its occupants or any other person

X X

7 Unintended flight into IMC (Instrument Meteorological Conditions) conditions of aircraft not IFR (Instrument flight rules) certified, or a pilot not qualified for IFR, which has or could have endangered the aircraft, its occupants or any other person

X

8 Unintentional release of cargo X X

9 Abnormal severe vibration (for example: aileron or elevator ‘flutter’, or of propeller)

X X

10 Any flight control not functioning correctly or disconnected X X

11 A failure or substantial deterioration of the aircraft structure X X

12 A loss of any part of the aircraft structure in flight X X

13 A failure of an engine, rotor, propeller, fuel system or other essential system

X X

14 Leakage of any fluid which resulted in a fire hazard or possible hazardous contamination of aircraft structure, systems or equipment, or risk to occupants

X X

15 Interaction with air navigation services (for example: incorrect services provided, conflicting communications or deviation from clearance) which has or could have endangered the aircraft, its occupants or any other person

X X

16 Airspace infringement X X

17 Any occurrence leading to an emergency call X X

18 Fire, explosion, smoke, toxic gases or toxic fumes in the aircraft X X

19 Incapacitation of the pilot leading to inability to perform any duty X X

20 A collision on the ground or in the air, with another aircraft, terrain, vehicle or obstacle

X X

http://eur-lex.europa.eu/legal-content/EN/ALL/?uri=uriserv:OJ.L_.2015.163.01.0001.01.ENG

http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32015R1018&from=EN#page=14

https://www.gov.uk/government/publications/regulatory-article-ra-1410-occurrence-reporting

https://www.gov.uk/government/publications/regulatory-article-ra-1410-occurrence-reporting

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RAF Halton ASMP V2


Ser No

Occurrence Description CAA/EASA Required

MAA Required

21 A near collision, on the ground or in the air, with another aircraft, terrain, vehicle or obstacle requiring an emergency avoidance manoeuvre to avoid a collision (AIRPROX)

X X

22 Wildlife strike including bird strike which resulted in damage to the aircraft or loss or malfunction of any essential service

X X

23 Interference with the aircraft by firearms, fireworks, flying kites, laser illumination, high powered lights lasers, Remotely Piloted Aircraft Systems (‘drone’), model aircraft or by similar means

X X

24 A lightning strike resulting in damage to or loss of functions of the aircraft

X

25 Severe turbulence encounter which resulted in injury to aircraft occupants or in the need for a post-flight turbulence damage check of the aircraft

X X

26 Icing including carburettor icing which has or could have endangered the aircraft, its occupants or any other person

X X

27 Uncharted Obstructions X

28 Injury to any personnel incurred during the operation of an aircraft

X

29 Any occurrence where ATC procedures, military flying regulations and/or, where appropriate, civil legislation are breached

X

30 The aircraft commander is to raise a DASOR when they have received and responded to a Traffic Collision Avoidance System (TCAS) Resolution Advisory (RA), regardless of the cause – for RAFFCA this also includes a FLARM collision alert.

X

31 Occurrences involving a serious increase in workload which correspondingly reduces safety margins due to fatigue; this must include cumulative fatigue

X

32 When an individual in direct support of aircraft operations has been adversely affected by injury; incapacitated due to illness, the use of drugs or alcohol; or affected by noxious fumes or food poisoning. This includes aircrew or support personnel who, for any reason, are required to report to a medical officer after an incident

X

33 Occurrences involving FOD or loose articles either in or on aircraft and whether or not any damage results

X

34 If in any doubt, a Safety Report ought to be submitted X

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ANNEX I

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