safety oversight of air navigation services ......nadeem khan yousufzai director general, civil...

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SAFETY OVERSIGHT OF

AIR NAVIGATION SERVICES AND AERODROMES

AIR NAVIGATION ORDER

VERSION : 1.0 DATE OF IMPLEMENTATION : 31-01-2011 OFFICE OF PRIME INTEREST : Airspace and Aerodrome Regulations

SAFETY OVERSIGHT OF AIR NAVIGATION SERVICES AND AERODROMES

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NAME DESIGNATION SIGNATURE

PREPARED BY MUHAMMAD SALEEM ATHAR

General Manger Airspace and Air Navigation Standards

REVIEWED BY NADEEM SHARIF PASHA

Actg. Director Airspace and Aerodrome Regulations

VERIFIED BY MUHAMMAD NASEEM ZAFAR

Chief Legal Services

RECOMMENDED BY GHULAM MURTAZA Principal Director Regulatory

APPROVED BY NADEEM KHAN YOUSUFZAI

Director General, Civil Aviation Authority

TYPE OF DOCUMENT AIR NAVIGATION ORDER (ANO).

STATUS OF DOCUMENT

CONTROLLED


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RECORDS OF AMENDMENTS

AMENDMENTS

No. Date

Applicable Date Entered Entered by

01/07/2011 07/06/2011


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INTENTIONALLY

LEFT BLANK


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TABLE OF CONTENTS

A. AUTHORITY ................................................................................................................. 1

B. PURPOSE ..................................................................................................................... 1

C. SCOPE .......................................................................................................................... 1

D. DESCRIPTION:............................................................................................................. 2

D1. DEFINITIONS: .............................................................................................................. 2

D2. SAFETY OVERSIGHT REQUIREMENTS AND RESPONSIBILITIES: ...................... 13

D2.1. GENERAL: .................................................................................................................. 13

D2.2. RESOURCES: ............................................................................................................ 14

D2.3. ESTABLISHMENT: ..................................................................................................... 14

D2.4. SAFETY OVERSIGHT RESPONSIBILITIES AND ACCOUNTABILITIES: ................ 15

D2.5. SAFETY REGULATORY AUDITS/INSPECTIONS: ................................................... 21

D2.6. CHANGES TO THE FUNCTIONAL SYSTEM ............................................................ 22

D2.7. SAFETY OVERSIGHT REPORTING ......................................................................... 22

D2.8. RESPONSIBILITIES OF AIR NAVIGATION SERVICE PROVIDERS (ANSP):............... 22

D2.9. RESPONSIBILITIES OF AERODROME OPERATORS: ............................................... 24

D2.10. AIR NAVIGATION SERVICES AND AERODROMES SAFETY COUNCIL: .................... 25

D2.11. APPROVAL PROCESS: ............................................................................................. 26

D3. SAFETY MANAGEMENT SYSTEM REQUIREMENTS: ............................................ 26

D3.1. GENERAL: .................................................................................................................. 26

D3.2. AIR NAVIGATION SERVICE PROVIDERS ................................................................ 27

D3.3. AERODROME OPERATORS ..................................................................................... 29

D4. SAFETY STANDARDS ............................................................................................... 32

D4.1. ELEMENTS RELATED TO ACQUIRING AND IMPLEMENTING NEW SYSTEMS: . 32

D4.2. ELEMENTS RELATED TO AIR TRAFFIC CONTROL FUNCTIONS: ........................ 33

D4.3. ELEMENTS RELATED TO EQUIPMENT AND FACILITY MAINTENANCE FUNCTIONS: .............................................................................................................. 34

D4.4. ELEMENTS RELATED TO FLIGHT INSPECTION FUNCTIONS. ............................. 35

D4.5. ELEMENTS RELATED TO FLIGHT PROCEDURE DEVELOPMENT FUNCTIONS: 36

D4.6. ELEMENTS RELATED TO CHARTING FUNCTIONS: ............................................... 36

D4.7. ELEMENTS RELATED TO SEARCH AND RESCUE: ................................................ 36

D4.8. ELEMENTS RELATED TO METEOROLOGICAL FUNCTIONS: ............................... 36

D4.9. ELEMENTS RELATED TO AERODROME OPERATIONS: ....................................... 36

D4.10. SAFETY MANAGEMENT MANUAL ........................................................................... 38

D5. OVERSIGHT PRIOR TO IMPLEMENTATION OF THE SMS .................................... 39

D5.1. ANSP MAINTAINS AND IMPROVES THE CURRENT SYSTEM: ............................... 39

D5.2. PROPOSED CHANGES TO THE CURRENT SYSTEM. ............................................... 39

D5.3. IMPLEMENTATION PROGRAM OF SMS BY ANSP/AERODROME OPERATORS: 40

D5.4. PERSONNEL TRAINING AND LICENSING: ............................................................. 41


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D6. REPORTING AND ASSESSMENT OF SAFETY OCCURRENCES (SAFETY REPORTING SYSTEMS): .......................................................................................... 42

D6.1. GENERAL: .................................................................................................................. 42

D6.2. NECESSITY OF REPORTING: .................................................................................. 42

D6.3. RATIONALE: ............................................................................................................... 42

D6.4. TYPES OF REPORTING SYSTEMS.......................................................................... 42

D6.5. MANDATORY REPORTING OF ACCIDENTS, INCIDENTS, OCCURRENCES, UN-SERVICEABILITIES, NON-COMPLIANCE OF RULES, REGULATIONS, STANDARDS, RECOMMENDED PRACTICES AND PRESCRIBED PROCEDURES: .................................................................................................................................... 43

D6.6. METHOD OF TRANSMISSION: ................................................................................. 49

D6.7. REPORTING OF HAZARDS: ..................................................................................... 49

D7. ACCESS TO ANS/ATS UNITS, AERODROMES AND ALLIED OFFICES/FACILITIES: ............................................................................................... 50

E. EVIDENCES (ACRONYMS / RECORDS / REFERENCES) ...................................... 50

E1. ACRONYMS ............................................................................................................... 50

E2. RECORDS .................................................................................................................. 53

E3. REFERENCES............................................................................................................ 53

E4. IMPLEMENTATION .................................................................................................... 53

Appendix - A 54

Appendix - B 55


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A. AUTHORITY

A1. This Air Navigation Order (ANO) has been issued by the Director General CAA in pursuance of Rules 4(3), 5, 59, 66, 67,119, 144, 148, 169, 180, 189, 200, 225 to 231, 240, 243 to 252, 269 to 271, 325, 331, 332, 356, 360, 370 and all other enabling provisions of Civil Aviation Rules, 1994 (CARs, 94).

B. PURPOSE

B1. The purpose of this ANO is to establish regulatory and safety oversight function concerning Air Navigation Services (ANS), Air Traffic Flow Management (ATFM), Airspace Management, Air Traffic Services (ATS), Communication, Navigation and Surveillance System (CNS), Search and Rescue (SAR) Services, Aeronautical Information Services (AIS), Aeronautical Charts, Procedure Design Services, Meteorological Services for air navigation (MET), Aerodrome Operations and allied services/facilities. This ANO does not cover military operations in the areas reserved for their functions and training.

B2. Another purpose of this ANO is to prescribe standardized system of surveillance through regular/scheduled inspections/audits of ATS units/facilities, Procedure Design units, CNS facilities, Rescue Coordination Centres (RCCs), SAR/AIS/MET offices/units, Aerodrome Operational facilities, allied maintenance units and the offices of the service provider’s organization including tools, training, authorization, procedures and practices of the officials employed to provide the services. The inspectors/managers authorized by the DGCAA may inspect such units at any time in addition to the prescribed periods of inspections/audits.

B3. The core objective of regulatory oversight is to ensure continued safety and regularity of International/National air navigation by monitoring implementation/compliance of National Aviation Legislation, Civil Aviation Ordinances, Rules/Regulations, prescribed Standards, Procedures and Practices, Air Navigation Orders and Directives of the Federal Government/Director General issued from time to time, in order to meet the requirements of the Chicago Convention and Annexes thereto.

B4. Operational facilities at aerodromes and Air Traffic Services units are required to operate continuously and at the optimum efficiency level to ensure safe, orderly and expeditious flow of air traffic. It is therefore essential, that any interruptions to facilities, restoration methods and functions are kept under close observation at all levels, and measures adopted to improve the performance.

B5. Another purpose of this ANO is to provide specifications of a standardized system for the reporting of accidents, incidents, occurrences, un-serviceabilities and hazards in the provision of Air Traffic Services, Aerodrome operations, associated Communication, Navigation and Surveillance facilities and in Aircraft operations.

C. SCOPE

C1. The Standards and Recommended Practices contained in this ANO shall be applicable to all aspects of Air Traffic Management/Services, Procedure Design units/organization, Aeronautical Information Services, Aeronautical Charts, Meteorological Services, Search and Rescue Organizations/units, Aerodrome Operations, associated Communication, Navigation and Surveillance (CNS) equipment/facilities, technical equipment of aerodromes, Aircraft operations and associated contingencies/matters.

C2. The Authority [including Principal Director (Regulatory), Director Airspace and Aerodrome Regulations and its allied branches] shall maintain continuous surveillance of ATS Providers, AIS offices/units, SAR Organizations/units, Procedure Design units/offices, Aerodromes, CNS and Meteorological Authorities/Units in order to ensure the implementation/compliance of relevant National Aviation Legislation, Civil Aviation Ordinance 1960, Pakistan Civil Aviation Authority Ordinance 1982, Civil Aviation Rules 1994, Operating Regulations, prescribed Standards/Procedures/Practices, Air Navigation Orders and Directives of the Federal Government/Director General issued from time to time.

C3. The ATS providers, Aerodrome and Aircraft operators shall ensure that:


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C3.1 All the operational personnel are fully conversant and follow the relevant Rules, Regulations, Standards and procedures in its entirety to enable them to perform the assigned functions, as well as the authority to have continuous oversight of the Air Navigation Services and Aerodrome Operations system and its safety performance; and

C3.2 The requirements prescribed in this ANO regarding establishment, implementation and operation of Safety Management System (SMS) are fulfilled.

D. DESCRIPTION:

D1. DEFINITIONS:

D1.1 The following terms when used in this ANO, shall have the meanings assigned to them respectively. Any term used in this ANO but not defined herein, shall have the same meaning as given in Civil Aviation Ordinance 1960, Pakistan Civil Aviation Authority Ordinance 1982, CARs 1994 and relevant ANOs/Standards Manuals.

D1.1.1 ACCEPTANCE: The process, whereby the regulating organization has delegated the authority to the service

provider to make changes within the confines of approved standards and only requires the service provider to notify the regulator of those changes within 30 days. Changes made by the service provider in accordance with their delegated authority can be made without prior approval by the regulator.

D1.1.2 ACCIDENT:

An occurrence associated with the operation of an aircraft, which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which:

a) a person is fatally or seriously injured as a result of:

being in the aircraft, or

direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or

direct exposure to jet blast,

except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or

b) the aircraft sustains damage or structural failure which:

adversely affects the structural strength, performance or flight characteristics of the aircraft, and

would normally require major repair or replacement of the affected component except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or

c) the aircraft is missing or is completely inaccessible.

Note 1:- For statistical uniformity only, an injury resulting in death within thirty days of the date of the accident is classified as a fatal injury by ICAO.

Note 2:- An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located.

Note 3:- Accidents may be classified as under:-

a) MID-AIR COLLISION: An event in which an aircraft comes into direct contact with another aircraft or with a flying object during flight.

(Note:- It is possible that the flights of one or both aircraft may be continued.)


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b) CONTROLLED FLIGHT INTO TERRAIN (CFIT): Accident in which aircraft, under the control of the crew, is flown into terrain (or water) with no prior awareness on the part of the crew of the impending accident.

c) COLLISION ON THE GROUND BETWEEN AIRCRAFT: Aircraft coming into

direct contact with each other on the ground.

(Note:- This includes situation where only one aircraft is on the ground.)

d) COLLISION BETWEEN AN AIRCRAFT BEING AIRBORNE AND ANOTHER AIRCRAFT/VEHICLES/OBSTRUCTIONS ON THE GROUND: Aircraft being

airborne coming into direct contact with other aircraft/vehicle(s)/obstruction(s) on the ground.

e) COLLISION BETWEEN AN AIRCRAFT AND VEHICLE/ PERSON/ OBSTRUCTIONS ON THE GROUND: Aircraft coming into direct contact with a

vehicle/person/obstruction(s) when manoeuvring on the ground.

D1.1.3 AERODROME: Any area of land or water designed, equipped, set apart or commonly used or intended to be

used, wholly or in part, for affording facilities for the landing and departure, of aircraft, and includes all buildings, sheds, vessels, piers, and other structures thereon or appertaining thereto.

D1.1.4 AERODROME CERTIFICATE: A certificate issued by the appropriate authority under applicable regulations for the operation

of an aerodrome.

D1.1.5 AERODROME SYSTEM: A system that includes, all of the people, technology and procedures required for the operation

of aerodrome, and the interface between them.

D1.1.6 AERODROME TRAFFIC: All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an

aerodrome.

Note: - An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit.

D1.1.7 AERONAUTICAL INFORMATION PUBLICATION (AIP): A publication issued by or with the authority of Director General under Civil Aviation Rules and

containing aeronautical information of a lasting character essential to air navigation.

D1.1.8 AERONAUTICAL STUDY: A study of an aeronautical problem to identify possible solutions and select a solution that is

acceptable without degrading safety.

D1.1.9 AIRCRAFT: Any machine which can derive support in the atmosphere from reactions of the air, and

includes balloons, whether captive or free airships, kites, gliders and flying machines.

D1.1.10 AIRCRAFT PROXIMITY: A situation in which, in the opinion of a pilot or air traffic services personnel, the distance

between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. An aircraft proximity is classified as follows:

a) RISK OF COLLISION: The risk classification of an aircraft proximity in which serious risk of collision has existed.

b) SAFETY NOT ASSURED: The risk classification of an aircraft proximity in which the safety of the aircraft may have been compromised.


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c) NO RISK OF COLLISION: The risk classification of an aircraft proximity in which no risk of collision has existed.

d) RISK NOT DETERMINED: The risk classification of an aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.

D1.1.11 AIR NAVIGATION ORDERS:

Orders issued by the Director General under the Civil Aviation Rules 1994.

D1.1.12 AIR NAVIGATION SERVICES:

Services provided to air traffic during all phases of operations including Air Traffic Management (ATM), Communications, Navigation and Surveillance (CNS), Meteorological services for air navigation (MET), Search and Rescue (SAR) and Aeronautical Information Services (AIS).

D1.1.13 AIRPROX: The code word used in an air traffic incident report to designate aircraft proximity.

D1.1.14 AIR TRAFFIC: All aircraft in flight or operating on the manoeuvring area of an aerodrome.

D1.1.15 AIR TRAFFIC MANAGEMENT: The aggregation of airborne and ground-based functions (air traffic services, air space

management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of flight.

D1.1.16 AIR TRAFFIC SERVICES: A generic term meaning variously, flight information services, alerting services, air traffic

advisory services, air traffic control services, area control services, approach control services or aerodrome control services established under Rule 66 of CARs 1994.

D1.1.17 APPROVAL: The formal act of approving a change submitted by a requesting organization. This action is

required prior to the proposed change being implemented.

D1.1.18 ASSESSMENT: An evaluation based on engineering, operational judgment and/or analysis methods or an

appraisal of procedures or operations based largely on experience and professional judgment.

D1.1.19 ASSUMPTIONS: Characteristics or requirements of a system or system state that are neither validated nor

verified.

D1.1.20 ATM SERVICE: A service for the purpose of Air Traffic Management.

D1.1.21 ATM / AIR TRAFFIC SERVICE PROVIDER: The Authority and/or entity authorized by PCAA to provide ATM/Air Traffic Service.

D1.1.22 AIR TRAFFIC SERVICES UNIT: A generic term variously, air traffic control unit, flight information centre or air traffic services

reporting office.

D1.1.23 AUDIT: A systematic and objective review of a civil aviation’s framework to verify compliance with the

provisions of National Rules/Regulations, conformance with or adherence to the prescribed SARPs, Instructions and good aviation safety practices. (Systematic, independent and documented process for obtaining audit evidence and evaluating it objectively to determine the extent to which audit criteria are fulfilled).

Note 1:- Definition from Doc 9734 and ISO 9000:2000


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Note 2:- The term ‘audit’ is used in relation to its specific application to ATM safety oversight in the form of ‘safety regulatory audits.

D1.1.24 AUTHORIZED PERSON: A person authorized by the Federal Government/Authority/Director General or by the Manager

for the purpose of Rule 5 and 91 of Civil Aviation Rules 1994.

D1.1.25 AUTHORITY:

The Civil Aviation Authority established under section 3 of the Pakistan Civil Aviation Authority Ordinance, 1982.

D1.1.26 CAUSE(S): Events that result in a hazard or failure. Causes can occur by themselves or in combinations.

D1.1.27 COMMERCIAL AIR TRANSPORT: An aircraft operation involving the transport of passengers, cargo or mail for remuneration or

hire.

D1.1.28 CONVENTION: The Convention on International Civil Aviation concluded at Chicago on the 7th day of

December 1994 and includes the international standards and recommended practices and procedures adopted by the International Civil Aviation Organization in pursuance of Article 37 of the Convention.

D1.1.29 CONTRACTING STATE: A country other than Pakistan, that is party to the Convention.

D1.1.30 CONTROL: Anything that mitigates the risk of hazard’s effects. A control is the same as a safety

requirement. All controls must be written in requirement language. There are three types of controls:

D1.1.30.1 VALIDATED:

Those controls and requirements those are unambiguous, correct, complete, and verifiable;

D1.1.30.2 VERIFIED:

Those controls and requirements that are objectively determined to have been met by the design solution;

D1.1.30.3 RECOMMENDED: Those controls that have the potential to mitigate a hazard or risk but have not yet been

validated as a part of the system or its requirements.

D1.1.31 CERTIFIED AERODROME: An aerodrome certified by the Authority.

D1.1.32 CORRECTIVE ACTION: Action to eliminate the cause of a detected non-conformity or non-compliance or other

undesirable situation.

Note: - Corrective action does not mean the action taken to restore a non-conforming situation to a conforming situation. This is known as remedial action. If the root cause of non-conformity is not addressed then it is very likely that similar non-conformities will recur).

D1.1.33 DEFENCES: The actions or elements of a system designed to reduce the likelihood or consequence of an

event or detection and subsequent warning.

D1.1.34 DEFICIENCY: Lacking of something essential, imperfect, defective and if such hazards allowed to exist within

a system, result in a system deficiency.


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D1.1.35 DESIGNATED POINT OF RESPONSIBILITY: A point nominated within the Civil Aviation Authority to receive the audit report and undertake

appropriate actions in accordance with this ANO with regard to the findings of the audit.

D1.1.36 DIRECTOR GENERAL: The Director General of the Authority.

D1.1.37 EFFECT: A description of the potential outcome or harm of the hazard if it occurs in a defined system

state.

D1.1.38 EVENT: Any incident that occurs or a situation arises at a particular place during a particular interval of

time.

D1.1.39 EXTERNAL SERVICES:

All material and non-material supplies and services, which are delivered by an organization not covered by the Service Provider’s/Aerodrome Operator’s Safety Management System.

D1.1.40 GENERAL AVIATION OPERATION: An aircraft operation other than a commercial air transport operation or aerial work operation.

D1.1.41 HAZARD: Conditions, object or activity with the potential of causing injuries to personnel, damage to

equipment or structures, loss of material, or reduction of ability to perform a prescribed function.

D1.1.42 HAZARD IDENTIFICATION: The process of determining what can happen, why and how.

D1.1.43 HUMAN FACTOR: The factor pertaining to human’s capabilities, limitations, and behaviors and its integration into

the design of a system to enhance the safety performance.

D1.1.44 HUMAN FACTOR PRINCIPLE: Principles which apply to aeronautical design, certification/licensing, training, operations and

maintenance, and which seek safe interface between the human and other system components by proper consideration to human performance.

D1.1.45 HUMAN PERFORMANCE: Human capabilities and performance limitations which have an impact on the safety and

efficiency of aeronautical operations.

D1.1.46 INCIDENT: An occurrence, other than an accident, associated with the operation of an aircraft, which

affects or could affect the safety of operation.

Note:- Incidents may be classified as under:-

a) SEPARATION MINIMA INFRINGEMENT: A situation in which prescribed separation minima were not maintained between aircraft.

b) INADEQUATE SEPARATION: In the absence of prescribed separation minima, a situation in which aircraft were perceived to pass too close to each other for pilots to ensure safe separation.

c) NEAR CFIT: A CFIT was avoided by chance or by avoiding action

d) RUNWAY INCURSION-WHERE AVOIDING ACTION WAS NECESSARY: Any unauthorized presence on a runway of aircraft, vehicle, person or object where an avoiding action was required to prevent a collision with an aircraft.


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e) RUNWAY INCURSION-WHERE NO AVOIDING ACTION WAS NECESSARY: Any unauthorized presence on a runway of aircraft, vehicle, person or object where no avoiding action was required to prevent a collision with an aircraft.

f) RUNWAY EXCURSION BY AIRCRAFT: Aircraft running off the edge of a runway

or over-running.

g) AIRCRAFT DEVIATION FROM ATC CLEARANCE: An event in which an aircraft

does not proceed under conditions specified by the controlling ATC unit or other appropriate authority.

h) AIRCRAFT DEVIATION FROM APPLICABLE ATM REGULATION: An event in which an aircraft does not execute a flight in compliance with the applicable ATM regulation.

i) AIRCRAFT DEVIATION FROM APPLICABLE PUBLISHED ATM/ATS PROCEDURES: An event in which an aircraft does not execute a flight in compliance with the applicable published ATM/ATS procedures.

j) UNAUTHORISED PENETRATION OF AIRSPACE: The penetration by an aircraft into a portion of airspace without prior permission of the appropriate authorities (where such prior permission is required).

k) DEVIATION FROM AIRCRAFT ATM RELATED EQUIPMENT CARRIAGE AND OPERATIONS: Conduct of a flight in which an aircraft does not carry the

mandatory ATM related equipment (i.e. CNS) or carries unserviceable ATM related equipment or a situation wherein no crew member is licensed to use such equipment aboard, both without exemption from the appropriate authorities.

Example: Flying RNAV routes without adequate required equipment, as published in AIP.

D1.1.47 INSPECTION: The basic activity of an audit, which involves examination of the specific characteristics of the

safety oversight programme/function.

D1.1.48 INSPECTOR/AUDITOR: A person trained and authorized to undertake inspections/audits.

D1.1.49 INVESTIGATION: A process conducted for the purpose of accident prevention, which includes the gathering and

analysis of information, the drawing of conclusions, including the determination of causes and, when appropriate, the making of safety recommendations.

D1.1.50 LIKELIHOOD: Used as a qualitative description of probability or frequency of an occurrence.

D1.1.51 MAJOR DAMAGE: In relation to an aircraft, means damage of such a kind that it may affect the safety of the

aircraft or cause the aircraft to become a danger to person or property.

D1.1.52 MAJOR DEFECT: In relation to Air Traffic Services System, means a defect of such a kind that it may affect the

safety of the aircraft or cause the aircraft to become a danger to person or property. In relation to an aircraft, means a defect of such a kind that it may affect the safety of the aircraft or cause the aircraft to become a danger to person or property.

D1.1.53 MANAGER: The Manager means the Manager appointed by the Director General or any person performing

the duties of Manager at an aerodrome or at an airport or designated as being the manager or in charge of an aerodrome/airport.


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D1.1.54 MONITORING: The processes to check, supervise, observe critically, or record the progress of an

activity/function or system on a regular basis in order to identify change.

D1.1.55 OCCURRENCE:

Occurrence means accidents, incidents, defects or malfunctioning of an aircraft/its equipment, any element of the air navigation system / aerodrome infrastructure; which is used or intended to be used for the purpose or in connection with the operation of an aircraft or with the provision of an air traffic management service or navigation assistance to an aircraft.

Note:- ATM related specific occurrences can be classified as under:

a) INABILITY TO PROVIDE ATM SERVICES: An event in which elements in the ground ATM system performances are unserviceable, insufficient, unavailable or corrupted so that the safety of traffic, ensured through the provision of air navigation services, is impaired or prevented.

b) INABILITY TO PROVIDE AIR TRAFFIC SERVICES: An event in which elements in the ground ATS system performances are unserviceable, insufficient, unavailable or corrupted so that the safety of traffic is impaired or prevented.

c) INABILITY TO PROVIDE AIRSPACE MANAGEMENT SERVICES: An event in which elements in the ground airspace management system performances are unserviceable, insufficient, unavailable or corrupted so that the safety of traffic, is impaired or prevented.

d) INABILITY TO PROVIDE ATFM SERVICES: An event, in which elements in the ground Air Traffic Flow Management system performances are unserviceable, insufficient, unavailable or corrupted so that the safety of traffic is impaired or prevented.

e) FAILURE OF COMMUNICATION FUNCTION: A situation, in which communication by the ground ATM system is lost, partially lost or corrupted so that continuously required communication is prevented.

f) FAILURE OF SURVEILLANCE FUNCTION: A situation, in which surveillance by the ground ATM system is lost, partially lost or corrupted so that continuously required surveillance by ATS is prevented.

g) FAILURE OF DATA PROCESSING AND DISTRIBUTION FUNCTION: A situation, in which Data Processing and Distribution by the ground ATM system is lost, partially lost or corrupted so that continuously required data exchange within ATS and/or between ATS and aircraft is prevented.

h) FAILURE OF SUPPORT INFORMATION FUNCTION: A situation, in which support information is lost, partially lost or corrupted so that support information by ATS is prevented or incorrect.

i) FAILURE OF NAVIGATION FUNCTION: A situation, in which support information is lost, partially lost or corrupted so that support information by ATS is prevented or incorrect.

j) ATM SYSTEM SECURITY: A situation, in which the ATM services are lost or disrupted as a result of an unforeseen major hazard.


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D1.1.56 ON-GOING OVERSIGHT: The process undertaken by a designated authority in order to verify that regulatory objectives

and requirements are continuing to be effectively met.

D1.1.57 OPERATIONS MANUAL: A manual containing procedures, instructions and guidance, for use by the operational

personnel in the execution of their duties.

D1.1.58 OPERATOR: A person, organization, or enterprise engaged in, or offering to engage in an aircraft operation.

(Operator is also defined as a person, organization, or enterprise engaged in, or offering to engage in the operation of an aircraft, aerodrome or associated aviation activity.)

D1.1.59 PILOT-IN-COMMAND: The pilot designated by the operator, or in the case of general aviation, the owner, as being in

command and charged with the safe conduct of a flight.

D1.1.60 PRELIMINARY REPORT: The communication used for the prompt dissemination of data obtained during the early stages

of the investigation.

D1.1.61 PROBABILITY: The likelihoods of something happening. The extent to which an event is likely to occur and

measured by the ratio of the favourable cases to the whole number of cases possible.

D1.1.62 QUANTITATIVE SAFETY LEVELS (QSL): Numerical expressions to define levels of safety.

D1.1.63 REGULATION: The giving of authoritative direction to bring about and maintain a desired degree of order.

D1.1.64 REQUIREMENT: An essential attribute or characteristic of a system. It is a condition or capability that must be

met or passed by a system to satisfy a contract, standard, specification, or other formally imposed document or need.

D1.1.65 RESPONSIBILITY/ACCOUNTABILITY: The state of being responsible for an undertaking, person, thing or action and for which an

organization or individual or both are liable to be called to account.

D1.1.66 RISK:

D1.1.66.1 The composite of predicted severity, and likelihood of the potential effect of a hazard in the worst credible system state; or

D1.1.66.2 The chance of a loss or injury, measured in terms of severity and probability; or

D1.1.66.3 The chance that something is going to happen and the consequences if it does; or

D1.1.66.4 The assessed potential for adverse consequences resulting from a hazard; or

D1.1.66.5 It is the likelihood that the hazard’s potential to cause harm / damage will be realized; or

D1.1.66.6 It is the combination of the probability or frequency of occurrence of a defined hazard and the magnitude of the consequences of the occurrence.

D1.1.66.7 There are three types of risk: (1) Initial, (2) Current, and (3) Residual:

D1.1.66.7.1 INITIAL RISK: The severity and likelihood of a hazard when it is first identified and assessed.


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Note:- It is used to describe the severity and likelihood of a hazard in the beginning or very preliminary stages of a decision, program, or analysis. Initial risk is determined by considering both verified controls and assumptions made about system state. When assumptions are made, they shall be documented as recommended controls. Once the initial risk is established, it is not changed.

D1.1.66.7.2 CURRENT RISK: The predicted severity and likelihood of a hazard at the current time.

Note: - When determining current risk, both validated controls and verified controls may be used in the risk assessment. Current risk may change based on the actions taken by the decision maker that relate to the validation and/or verification of the controls associated with a hazard.

D1.1.66.7.3 RESIDUAL RISK: The remaining risk that exists after all control techniques have been implemented or exhausted and all controls have been verified.

Note:- Only verified controls should be used for the assessment of residual risk.

D1.1.67 RISK ANALYSIS:

D1.1.67.1 A systematic use of available information to determine how often specified events may occur and the magnitude of their consequences.

D1.1.67.2 A mechanism, part of a Safety management System, used to assess the risk (combination of event or hazard severity and probability of occurrence) posed by a particular set of circumstances. It is used to compare the outcome of such an analysis against the intended outcome of a particular Standard, Recommended Practice or National requirement so that a solution can be selected that will not degrade safety below that which is intended.

D1.1.68 RISK ASSESSMENT: Assessment to establish that achieved or perceived risk is acceptable or tolerable. The risk

assessment is an overall process of risk analysis and risk evaluation.

D1.1.69 RISK ANALYSIS:

A systematic use of available information to determine how often specified events may occur and the magnitude of their consequences.

D1.1.70 RISK EVALUATION: The process used to determine risk management priorities by comparing the level of risk

against predetermined standards, target risk levels or other criteria.

D1.1.71 RISK LEVEL: The level of risk calculated as a function of likelihood and its consequences.

D1.1.72 RISK MANAGEMENT: The identification, analysis and elimination (and/or mitigation to an acceptable or tolerable

level) of those hazards, as well as the subsequent risks, that threaten the viability of an organization.

D1.1.73 RISK MITIGATION OR MITIGATION: The steps / measures taken to either control / prevent a hazard from causing harm / damage

are reduced the risk to an acceptable or tolerable level.

D1.1.74 RULES: Civil Aviation Rules 1994 (CARs 94).

D1.1.75 RUNWAY EXCURSION: Aircraft running of the edge of a runway or overrunning.

D1.1.76 RUNWAY INCURSION: Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or

person on the protected area of a surface designated for the landing and take-off of aircraft.


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D1.1.77 SAFETY: Safety is the state in which the risk of harm to persons or of property damage is reduced to,

and maintained at or below, an acceptable level through a continuing process of hazard identification and risk management.

D1.1.78 SAFETY ACHIEVEMENT: The result of processes and/or methods applied to attain an acceptable or tolerable level of

safety.

D1.1.79 SAFETY ASSURANCE: Planned and systematic actions, necessary to provide adequate confidence, that a service, an

organization or a system achieves an acceptable or tolerable level of safety.

D1.1.80 SAFETY AUDIT: Safety audit is a core safety oversight/management activity, providing a means of identifying

potential problems before they have an impact on safety.

D1.1.81 SAFETY DIRECTIVE (SD): A mandate from the Authority/DGCAA/Regulator to Service Provider(s)/Operator(s) to take

immediate corrective action to address a non-compliance/non-conformance issue that creates a significant unsafe condition.

D1.1.82 SAFETY CIRCULAR (SC): A guidance and/or information from the Director General/Regulator for Service

Provider(s)/Operator(s), necessary to take appropriate measures regarding safety-related issue(s).

D1.1.83 SAFETY COUNCIL: The Safety Council is a forum for top management officials from Regulatory Division of CAA,

Aircraft Operators and Air Navigation Service Providers to meet and discuss non-compliance or other safety issues in an attempt to resolve those issues.

D1.1.84 SAFETY MANAGEMENT: The management of activities to secure high standards of safety performance which meet as a

minimum the regulatory safety requirements.

D1.1.85 SAFETY MANAGEMENT FUNCTION: Managerial functions with organizational responsibility for development and maintenance of an

effective safety management system.

D1.1.86 SAFETY MANAGEMENT SYSTEM (SMS): A systematic approach to managing safety including the necessary organizational structures,

accountabilities, policies and procedures.

D1.1.87 SAFETY MONITORING: A systematic action conducted to detect changes affecting the (ATM/ Aerodrome/Aircraft

Operation) system with the specific objective of identifying that acceptable or tolerable level of safety can be met.

D1.1.88 SAFETY ORGANIZATION: An organization/unit established to implement Safety Management System.

D1.1.89 SAFETY OVERSIGHT: A function by means of which the Authority ensures effective implementation of the National

Aviation Legislation, Rules, safety-related Standards and Recommended Practices (SARPs) and associated procedures prescribed in the Air Navigation Orders/Manuals/Directives including amendments thereto; to meet the obligations as contained in the Annexes to the Convention on international Civil Aviation and related ICAO documents. Safety oversight also ensures that the national aviation industry provides a safety level equal to, or better than, that defined by the SARPs.

D1.1.90 SAFETY PERFORMANCE INDICATOR: A measure (or matrix) used to express the level of safety performance achieved in a system.


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D1.1.91 SAFETY PERFORMANCE TARGET: The required level of safety performance of a system, a safety performance target comprises of

one or more safety performance indicators, together with desired outcomes expressed in terms of those indicators.

D1.1.92 SAFETY POLICY: Policy statement of an organization, regarding the fundamental principles/actions required to

achieve and maintain an acceptable or tolerable level of safety.

D1.1.93 SAFETY PROGRAMME: An integrated set of regulations and activities aimed at improving safety.

D1.1.94 SAFETY PROMOTION: Processes by which safety issues are communicated within the organization to promote safety

culture during performance of its functions.

D1.1.95 SAFETY REGULATORY AUDIT: Safety regulatory audit means a systematic and independent examination conducted by, or on

behalf of, a national supervisory authority to determine whether complete safety related arrangements or elements thereof, related to processes and their results, products or services, comply with required safety-related arrangements and whether they are implemented effectively and are suitable to achieve expected results.

D1.1.96 SAFETY RECOMMENDATION: A proposal of the accident investigation authority of the State conducting the investigation,

based on information derived from the investigation, made with the intention of preventing accidents or incidents.

D1.1.97 SAFETY RECORD: Information about events or series of events required to be maintained as a basis for providing

safety assurance and demonstrating the effective operation of the safety management system.

D1.1.98 SAFETY REGULATORY REQUIREMENT: The formal stipulation by the regulator of a safety related specification that, if complied with, will

lead to acknowledgement of safety competence in that respect.

D1.1.99 SAFETY SURVEY: A systematic review of an operational unit or a particular area of operations, to recommend

improvements where needed, to provide assurance of the safety of current activities and to confirm conformance with applicable parts of the safety management system.

D1.1.100 SERIOUS INCIDENT: An incident involving circumstances indicating that an accident nearly occurred.

Note 1:- The difference between an accident and a serious incident lies only in the result.

Note 2:- Examples of serious incidents can be found in Attachment C of Annex 13 and in the Accident/Incident Reporting Manual (Doc 9156).

D1.1.101 SERIOUS INJURY: An injury, which is sustained by a person in an accident and which:

a) requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or

b) results in a fracture of any bone (except simple fractures of fingers, toes or nose); or

c) involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or

d) involves injury to any internal organ; or


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e) involves second or third degree burns, or any burns affecting more than 5 per cent of the body surface; or

f) involves verified exposure to infectious substances or injurious radiation.

D1.1.102 SMS DOCUMENTATION: The set of documents containing safety rules/ regulations, SMS manuals, procedures, hazard

reports and risk mitigation processes including organizational structures/ responsibilities required to achieve safety objective.

D1.1.103 SUPPORTING SERVICES:

Systems, services and arrangements, including communication, navigation and surveillance (CNS) which supports the Aerodrome operations and provision of ATM services.

D1.1.104 SYSTEM:

D1.1.104.1 A combination of physical components, procedures and human resources organized to perform a function; or.

D1.1.104.2 An integrated set of constituent pieces that are combined in an operational or support environment to accomplish a defined objective. These pieces include people, equipment, information, procedures, facilities, services, and other supporting services.

D1.1.105 SYSTEM SAFETY: The application of technical and managerial skills to the systematic, forward-looking

identification and control of hazards throughout the life cycle of a system, project, program, or activity.

D1.1.106 SYSTEM STATE: An expression of the various conditions, characterized by quantities or qualities, in which a

system can exist.

D1.1.107 TRAFFIC: The air traffic and aerodrome traffic.

D1.1.108 VALIDATION: The process of proving that the functions, procedures, controls, and safety standards are

correct and the right system is being built (i.e., the requirements are unambiguous, correct, complete, and verifiable).

D1.1.109 VERIFICATION: The process that ensures that the system requirements have been met by the design solution

and the system is ready to be used in the operational environment for which it is intended.

D1.1.110 WARNING NOTICE: A notice that brings to Service provider/Operator’s attention that immediate action is required to

correct a significant unsafe condition. It warns that, if the issue is not corrected, a Safety Directive (SD) mandating specified action will be issued. In emergencies, where time does not permit the issuance of a warning notice, a safety directive may be issued without a warning notice.

D2. SAFETY OVERSIGHT REQUIREMENTS AND RESPONSIBILITIES:

D2.1 GENERAL:

D2.1.1 The Authority shall exercise safety oversight of Airspace, Air Navigation Services (Air Traffic Management /Services, Air Traffic Flow Management, Airspace Management, Aeronautical Information Services, Aeronautical Charts, Search and Rescue Services, Meteorological Services for Air Navigation, Instrument Flight Procedure Design Services, Communication, Navigation and Surveillance services) and Aerodromes in order to monitor and ensure the compliance of the applicable safety regulatory requirements and their arrangements for its implementation. This includes regular monitoring and assessment of the levels of safety achieved against the acceptable levels of safety determined for a specific airspace volume.


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D2.2 RESOURCES:

D2.2.1 HUMAN (STAFF REQUIREMENT):

D2.2.1.1 The Authority and the Director General shall make available appropriately qualified, trained and sufficient number of Inspectors to meet the state’s oversight obligations.

D2.2.2 FINANCIAL AND EQUIPMENT:

D2.2.2.1 The Authority and the Director General shall make available necessary financial and equipment resources to meet the state oversight obligations.

D2.3 ESTABLISHMENT:

D2.3.1 The Authority shall ensure that the establishment of ANS and Aerodromes safety oversight system is appropriate to the level and scope of the aviation activity. The critical elements of the safety oversight system and complexity of the air traffic operations shall be given due consideration.

D2.3.2 The Directorate of Airspace and Aerodrome Regulations of the Pakistan Civil Aviation Authority (PCAA) shall be responsible for the safety oversight functions of Airspace, Air Navigation Services (ANS) and Aerodromes. ATM/ATS, AIS, Aeronautical Charts, SAR, MET, CNS/Technical and PANS-OPS are the constituent fields of ANS.

D2.3.3 ATM/ ATS, AIS, Aeronautical Charts, SAR, MET, PANS-OPS, CNS/Technical and Aerodrome Inspectors shall be appointed by the Director General. The Inspectors shall perform and will carry out their duties as per the policies and Inspector’s Handbook. The Inspectors shall conduct oversight of all aspects of ANS/Aerodromes concerning services, procedures, methods and functions of ANS Service Providers/Aerodrome Operators and their applicability in accordance with relevant ANOs, Manuals, Rules, Regulations, Directives and related documents

D2.3.4 The Authority shall establish acceptable levels of safety in the provision of ATS and Aerodromes.

D2.3.4.1 The acceptable levels of safety in the provision of ATS and Aerodromes have been prescribed in ANO-002-DRAN-1.0 – Air Traffic Services.

D2.3.5 The Authority shall ensure that ANS/AS Regulators/Inspectors implement a documented process, based on safety regulatory audits and reviews, for the verification of compliance with the applicable safety regulatory requirements. The process shall ensure the initial and the ongoing compliance of the service providers with any safety related obligations.

D2.3.6 The Authority shall ensure that ANS/AS Regulators/Inspectors keep and maintain access to the appropriate records related to their safety oversight processes.

D2.3.7 The Authority shall ensure that ANS/AS Regulators/Inspectors have the necessary capability and authority to ensure the safety oversight of the organizations operating under their jurisdiction.

D2.3.8 The Authority shall ensure that the ANS/AS Regulators are adequately separate and independent of the functions of Air Navigation Service Providers and Aerodrome Operators.

D2.3.9 The ANS/AS regulators/Inspectors shall exercise their powers impartially, transparently, and in accordance with the prescribed provisions and assigned functions/tasks.

D2.3.10 The Regulatory Division of PCAA should establish a close cooperation among them to ensure adequate supervision of Air Navigation Service Providers/Aerodrome Operators/Aircraft operators and exchange of appropriate information about the safety oversight of organizations.

D2.3.11 The following main processes are required for implementation by the Authority’s regulators/auditors/inspectors:


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D2.3.11.1 Regular monitoring and assessment of safety levels achieved by the service providers against the acceptable (tolerable) levels of safety determined for the respective airspace/aerodromes.

D2.3.11.2 Verification of compliance with the applicable safety regulatory requirements established by the rule making body and other safety related conditions and arrangements needed to implement them.

D2.3.11.3 Safety regulatory auditing/inspection as the means to obtain objective evidence of compliance with the applicable safety regulatory requirements.

D2.3.12 Safety oversight of new systems and changes to the ATM system, which is built around the review of safety arguments proposed by the service providers is required to be consistent with the safety regulatory framework in which they operate.

D2.4 REGULATORY AND SAFETY OVERSIGHT RESPONSIBILITIES/ACCOUNTABILITIES:

D2.4.1 Overall responsibility of management and control of the regulatory and safety oversight functions of air navigation services (ATM/ATS/ CNS) and Aerodrome Operations rests with the Authority and the Director General.

D2.4.2 The Authority and the Director General, subject to the existing legal framework, is responsible for decisions to impose the restrictions/sanctions foreseen in the applicable regulatory framework. In the context of the oversight of ATM/ATS Providers and Aerodrome Operators these decisions should, normally be based on objective evidence obtained from safety regulatory auditing/inspections.

D2.4.3 The Authority shall ensure the provision of adequate, qualified and appropriately trained work force at all levels of the Directorate of Airspace and Aerodrome Regulations established for the regulatory and safety oversight functions as outlined in following paragraphs.

D2.4.4 The basic & technical qualifications, training and experience requirements of inspectors shall be in accordance with the provisions as prescribed in Civil Aviation Service Regulations and ANS/Aerodrome Inspectors Handbook.

D2.4.5 DGCAA, PD Regulatory and DAAR have the authority to issue Letters of Correction, Warning Notices, and Safety Directives (SD) requiring ANSP/Aerodrome Operator to make a change, stop a procedure, or alter a practice where there is a safety concern that warrants such an action.

D2.4.6 The Directorate of Airspace and Aerodrome Regulations shall be responsible for the regulatory and safety oversight functions in the following three disciplines and their sub-elements:

D2.4.6.1 AIRSPACE AND AIR NAVIGATION STANDARDS (ANS):

a) Air Traffic Management / Air Traffic Services / Air Traffic Flow Management;

b) Airspace Management;

c) Search and Rescue Services;

d) Aeronautical Information Services;

e) Aeronautical Charts;

f) Meteorological Services for Air Navigation:

i. Weather reporting; ii. Forecasting; and

iii. Calibration and maintenance of meteorological instruments.

g) Units of Measurement to be used in Air and Ground Operations;

h) Rules of the Air (in collaboration with Flight Standards Directorate)

i) Instrument Flight Procedure Design Services;


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j) Licensing /Training of Air Traffic Controllers – Regulatory Requirements/Standards (in consultation with Licensing Branch); and

k) Regulatory requirement of approval for ATC Training Organization(s) (in consultation with Licensing Branch).

D2.4.6.2 TECHNICAL STANDARDS (TS):

a) Radio Navigation Aids;

b) Communication Procedures including those with PANS status;

c) Communication Systems (Part-I: Digital data Communication Systems, Part II: Voice Communication Systems);

d) Surveillance and Collision Avoidance Systems;

e) Aeronautical Radio Frequency Spectrum Utilization;

f) Electrical and Mechanical Systems; and

g) Allied Civil Engineering works.

D2.4.6.3 AERODROME STANDARDS (AS):

a) Aerodrome Design and Operations;

b) Heliports;

c) Certification of Aerodromes; and

d) Licensing of Private Aerodromes (Air Strips).

D2.4.7 DESCRIPTION OF RESPONSIBILITIES AND ACCOUNTABILITIES OF THE DIRECTORATE OF AIRSPACE AND AERODROME REGULATIONS (DAAR):

D2.4.7.1 The Director of Airspace and Aerodrome Regulations shall have the overall responsibility and accountability for the supervision, management, control and provision of guidance and necessary tools to all the constituents/elements of the Directorate within the framework of PCAA. He shall maintain close liaison with other regulatory components, concerned Government authorities and service providers to ensure:

D2.4.7.1.1 Timely response to ICAO, PIRGS and other concerned International, Regional and National authorities;

D2.4.7.1.2 Development of Regulations, Standards/procedures; and

D2.4.7.1.3 Implementation of Rules, Regulations, Standards, Directives of the Federal government and the Director General.

D2.4.7.2 The Director of Airspace and Aerodrome Regulations shall also act as “The Designated Point of Responsibility” for Airspace and Air Navigation Standards, Communication/Navigation/Surveillance Standards and Aerodrome Standards and should:

D2.4.7.2.1 Receive the audit/inspection reports produced by the auditors/inspectors.

D2.4.7.2.2 Ensure that the audit/inspection findings are communicated to the senior management of the organization and unit audited/inspected;

D2.4.7.2.3 Advice the Service providers/Aerodrome operators to submit Corrective Action Plan to address the non-conformities identified;


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D2.4.7.2.4 Assess the Corrective Action Plan submitted by the auditee, and accept them or not;

D2.4.7.2.5 Undertake additional actions if required, such as providing inputs to:

D2.4.7.2.5.1 Support the decisions related to the initial oversight (e.g. issuance/renewal of certificates and licenses;

D2.4.7.2.5.2 Allow the Audit/inspection Management Function to maintain and refine the Annual Programme of (e.g. as regards follow up audits/inspections); and

D2.4.7.2.6 Apprise the Director General and other concerned authorities as regards the need for sanctions, restrictions and safety performance of the Air Navigation Service Providers and Aerodrome Operators in accordance with the existing regulatory framework and procedures in vogue.

D2.4.7.3 Following are the major responsibilities and accountabilities of the Directorate of Airspace and Aerodrome Regulations:

D2.4.7.3.1 Propose adoption of ICAO Standards, Recommended Practices and Procedures as National Regulations, Standards and Procedures as far as practicable in line with the National Legislation and Civil Aviation Ordinance 1960, Pakistan Civil Aviation Authority ordinance 1982 and CARS 1994 regarding:

a) Licensing of Air Traffic Controllers (Annex-1 to the Convention);

b) Rules of the Air (Annex-2 to the Convention);

c) Meteorological Service for International Air Navigation (Annex-3 to the Convention);

d) Aeronautical Charts” (Annex-4 to the Convention);

e) Units of Measurement to be used in the Air and Ground Operations (Annex-5 to the Convention),

f) Air Traffic Services (Annex-11 to the Convention);

g) Search and Rescue (Annex-12 to the Convention);

h) Aeronautical Information Services (Annex-15 to the Convention);

i) Air Traffic Management (PANS-ATM Doc 4444);

j) Construction of Visual and Instrument Approach Procedures in accordance with the PANS-OPS Doc-8168 Vol. II and other relevant provisions contained in ICAO documents;

k) Radio Navigation Aids (Annex-10 Volume I);

l) Communication Procedures including those with PANS status(Annex-10 Volume II);

m) Communication Systems (Annex-10 Volume III); (Part-I: Digital data Communication Systems, Part II: Voice Communication Systems);

n) Surveillance and Collision Avoidance Systems(Annex-10 Volume IV);

o) Aeronautical Radio Frequency Spectrum Utilization(Annex-10 Volume V);

p) Electrical and Mechanical Systems;

q) Allied Civil Engineering works;

r) Aerodrome Design and Operations(Annex-14 Volume-I to the Convention);

s) Heliports(Annex-14 Volume-II to the Convention);

t) Certification of Aerodromes; and


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u) Licensing of Private Aerodromes (Airstrips).

D2.4.7.3.2 Development of ANOs/Policies and continuous review thereof to meet the requirements of the Convention and Annexes thereto in accordance with the Civil Aviation Ordinance 1960, Pakistan Civil Aviation Authority Ordinance 1982, CARs 1994 and submission to the Authority for perusal, approval and subsequent promulgation regarding the disciplines prescribed in Para D2.4.6.2.1.

D2.4.7.3.3 Development of Operating Regulations in accordance with the Rule 4 (2) (h) of CARs 1994, submission to the Authority for perusal, approval of the Federal Government and subsequent promulgation.

D2.4.7.3.4 Evaluate National Rules, Regulations, and ICAO SARPs/Procedures to determine the differences between National Practices and ICAO requirements. Review the process upon the receipt of any amendment to ICAO SARPs / Procedures and/or upon the changes in National Legislation on a regular basis.

D2.4.7.3.5 Review the relevant Rules, Regulations and ANOs annually and submit for the perusal of the Director General.

D2.4.7.3.6 Ensure filing of differences if any or otherwise with ICAO, between National Practices and Annexes to the Convention and its promulgation in AIP Pakistan, after obtaining necessary approval of the Director General.

D2.4.7.3.7 Development of Standards and Procedures in accordance with the Civil Aviation Ordinance 1960, Pakistan Civil Aviation Authority ordinance 1982, CARS 1994, Operating Regulations, ANOS, ICAO Documents and amendments thereto including Directives of the Federal Government. Ensure their promulgation/publication after the approval of the competent Authority.

D2.4.7.3.8 Maintain close liaison with:

D2.4.7.3.8.1 MoD, AHQ (PAF), GHQ, NHQ, Army Aviation, and Naval Aviation regarding safety of Air Navigation Services, Aerodrome Operations and all other matters of common interest;

D2.4.7.3.8.2 Relevant agencies regarding establishment of designated areas and its publication;

D2.4.7.3.8.3 PMD to monitor the provision of Meteorological Services to Air Navigation in accordance with the national requirements.

D2.4.7.3.9 Prepare Safety Circulars/Directives and ensure their promulgation after obtaining the approval of the Director General.

D2.4.7.3.10 Determine, in consultation with Licensing Branch, the requirements for training, OJT, issuance of Air Traffic Controller’s Licence and its promulgation after obtaining the approval of the Director General.

D2.4.7.3.11 Determine and review the acceptable and target levels of safety in consultation with the Air Navigation Service Providers and Aerodrome Operators viz-a viz safety performance. Ensure their promulgation after obtaining the approval of the Director General.

D2.4.7.3.12 Process the cases of designation of ATS providers for particular areas in accordance with the applicable rules and Regulations for necessary approval of the Authority.

D2.4.7.3.13 Evaluate and approve the acceptable level of safety submitted by the Service Providers/Aerodrome operators.

D2.4.7.3.14 Certification of Aerodromes in accordance with the Rule 60, 60 - A), 68 of CARs 1994, ANO-001-DRAS-1.0, ANO-002-DRAS-1.0, ANO-001-DRTS-1.0, Aerodrome Standards Manual of Pakistan, Aerodrome Certification Procedure of Pakistan, other relevant Rules, Directives of the Federal Government and Director General.

D2.4.7.3.15 Licensing of Private Aerodromes (Airstrips) in accordance with the Rule 60, 60 - A), 68 of CARs 1994, ANO-003-DRAS-1.0, ANO-001-DRTS-1.0, Aerodrome Standards Manual of Pakistan, other relevant Rules, Directives of the Federal Government and Director General.


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D2.4.7.3.16 Determine the human resource, technical and training needs of the Directorate and apprise the Authority for arrangements and provision of the same to meet the national regulatory and oversight obligations in accordance with the Convention.

D2.4.7.3.17 Develop and submit the training plan for the ANS/TS/AS Inspectors to fulfil the training requirements and to meet the oversight criterion.

D2.4.7.3.18 Ensure timely dissemination of Rules, Regulations, ANOs, Standards, Procedures and safety related information to all stakeholders.

D2.4.7.3.19 Process the cases for issuance/renewal of Aerodrome certificates upon the receipt of application from operators/owners in accordance with the applicable Rules, Regulations, Standards and Procedures.

D2.4.7.3.20 Process the cases for issuance/renewal of Licensing of Private Aerodromes (Airstrips) upon the receipt of application from operators/owners in accordance with the applicable rules, regulations, standards and procedures.

D2.4.7.3.21 Verify and maintain the quality & the accuracy of aeronautical data regarding Air Navigation Services and Aerodromes.

D2.4.7.3.22 Plan and ensure implementation of Rules, Regulations, Standards and Procedures and amendments thereto, in consultation with all stakeholders, through continuous oversight and inspections.

D2.4.7.3.23 Implement the oversight mechanism and review if circumstances/developments so demand.

D2.4.7.3.24 Ensure continuous oversight of Air Navigation Service Providers, Aerodrome Operators and associated training and maintenance organizations to monitor implementation and compliance of National Aviation Legislation, Civil Aviation laws & Rules, Operating Regulations, Standards, Procedures and Air Navigation Orders, Directives of the Federal Government and Director General and Safety Circulars.

D2.4.7.3.25 Ensure that ANS Providers and Aerodrome Operators adopt policies and procedures on human factors principles in accordance with the ICAO Guidelines and policies of the Federal Government.

D2.4.7.3.26 Review the scope of inspections and related techniques/procedures in order to evaluate specific areas of interest.

D2.4.7.3.27 Ensure cost effective use of resources of the inspectorate.

D2.4.7.3.28 Ensure the maintenance of the safety record and its analysis to monitor/oversee the safety performance of Air Navigation Service Providers and Aerodrome Operators continuously.

D2.4.7.3.29 Issue warning notices to Service Providers/Aerodrome Operators whenever immediate action is required to correct a significant unsafe condition. In emergency situations, where time does not permit the issuance of a warning notice, issue a safety directive without a warning notice with the approval of the Director General.

D2.4.7.3.30 Make effective arrangements to promote safety and processing of safety issues.

D2.4.7.3.31 Evaluate the performance of safety oversight mechanism, associated personnel, and submit for the perusal of the Director General.

D2.4.7.3.32 Review, for concurrence, any proposed responses to safety recommendations from the Safety Investigation Board (SIB) involving ANSP and Aerodrome operators.

D2.4.7.3.33 Serve as the primary interface with ANSP and Aerodrome operators on safety issues, integrating the input from other Regulatory components i.e. Airworthiness and Flight Standards and providing ANSPs/Aerodrome Operators with the official position on those issues.

D2.4.7.3.34 Share safety data with ANSPs and Aerodrome Operators.


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D2.4.7.3.35 Plan inspection schedule of ANS/TS/AS Inspectors in accordance with the oversight mechanism and disseminate to the Service providers/Aerodrome Operators after approval of the Authority.

D2.4.7.3.36 Coordinate with the Service Providers/Aerodrome Operators to determine the timeline for the removal of deficiencies and record the same in audit/inspection report.

D2.4.7.3.37 Submit audit and inspection reports to the Director General for his information and perusal.

D2.4.7.3.38 Plan, arrange and conduct random surveillance/safety surveys/inspections of Service Providers/Aerodrome Operators as a part of oversight function to check the steps undertaken for removal of deficiencies.

D2.4.7.3.39 Maintain technical library and safety data regarding Air Navigation Services and Aerodrome Operations.

D2.4.7.3.40 Plan, arrange and conduct safety awareness workshops and seminars for the inspectors and Service Providers/Operators.

D2.4.7.3.41 Prepare Warning Notices, Safety Directives/Circulars and Bulletins, and disseminate to the concerned Service Providers, Operators and other stake holders with the approval of the competent Authority.

D2.4.7.3.42 Assess the oversight performance of ANS/TS/AS Inspectorate in order to determine the human/technical resource requirements and apprise the Authority to make necessary arrangements.

D2.4.7.3.43 Establish, approve, and/or accept the safety standards in accordance with the relevant Rules, Regulations, ANOs, Standards Manuals and Para D 4 of this ANO.

D2.4.7.3.44 Establish and implement a Credentialing Program to issue and amend credentials of ATSP Safety Personnel, examiners, ATS instructors, On the Job Training Instructors (OJTIs), Designated Check Instructors/Controllers and others, as appropriate.

D2.4.7.3.45 Establish the requirements for ATSP/Aerodrome Operators safety management system (SMS) in accordance with ANO-002-DRAN-1.0 - Air Traffic Services (Annex 11 to the Convention on International Civil Aviation - Air Traffic Services), Annex 14 to the Convention on International Civil Aviation - Aerodromes, ATS Standards Manual, ASMP and ICAO Document 4444 (ATM/501), Procedures for Air Navigation Services, Air Traffic Management except for those elements for which differences have been published in AIP Pakistan.

D2.4.7.3.46 Approve the SMS Manual and any changes thereto submitted by the Service Providers and Aerodrome Operators.

D2.4.7.3.47 Monitor ANSP/Aerodrome Operator’s compliance with the safety standards and the SMS, and;

D2.4.7.3.47.1 Require ANSPs/Aerodrome Operators to provide reporting, as requested, of the status of the SMS, including information on safety occurrences/data;

D2.4.7.3.47.2 Primarily use audit techniques to monitor ANSP/ Aerodrome Operator’s compliance with the safety standards and the SMS, but is free to use direct sampling (e.g., inspections) or other methods to determine the level of compliance;

D2.4.7.3.47.3 Access to any and/or all records of ANSPs/Aerodrome operators that is believed to be useful in determining their compliance with the safety standards and the SMS;

D2.4.7.3.47.4 Monitor corrective actions taken by ANSPs/ Aerodrome Operators to assure resolution of identified safety hazards. Focus should be on continuous improvement; and

D2.4.7.3.47.5 Provide essential information to the DGCAA regarding ANSPs/Aerodrome operators/other Service Provider’s compliance with safety standards and the SMS through Daily Operational Facility Performance Report (OFPR)/IOUDO and regular safety reports.

D2.4.7.3.48 Approve the following actions prior to implementation by ANSPs/Aerodrome operators:


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D2.4.7.3.48.1 Controls that are defined to mitigate or eliminate initial or current high-risk hazards;

D2.4.7.3.48.2 Changes or waivers to provisions of handbooks, orders, and documents; and

D2.4.7.3.48.3 Air Navigation/Aerodrome equipment availability requirements and any changes thereto.

D2.4.7.3.49 Coordinate with the ANSPs/ATS providers/Aerodrome Operators and other stakeholders to:

D2.4.7.3.49.1 Determine the training requirements arising out of developments in Air Navigation Services, Communication, Navigation and Surveillance Equipment/Procedures, Aerodrome operations and develop implementation plan to satisfy the International obligations;

D2.4.7.3.49.2 Plan the elimination of deficiencies identified within the framework of Planning and Implementation Regional Groups (PIRGs) and their subsequent elimination.

D2.4.7.3.50 Assume any other responsibility that may enhance the performance of the Directorate, Provision of Air Navigation Services and Aerodrome Operations.

D2.4.8 MONITORING AUDIT EFFECTIVENESS:

D2.4.8.1 Directorate of Airspace and Aerodrome Regulations should use an internal audit process as a means of monitoring its own compliance with the safety regulatory audit process recognizing that they will be subject to external auditing from ICAO (USOAP).

D2.4.8.2 The internal audit process should be undertaken at least once a year.

D2.5 SAFETY REGULATORY AUDITS/INSPECTIONS:

D2.5.1 The safety regulatory audits/inspections shall be independent of the internal auditing arrangements of the service providers and shall be conducted by the authorized and qualified inspectors/auditors.

D2.5.2 ANS/TS/AS Inspectors/ Auditors shall prepare a programme of safety regulatory inspections/audits in order to cover all Service Providers and Aerodrome Operators under their supervision.

D2.5.3 The inspection/audit programme shall ensure that sufficient inspections/audits are conducted over a period of two years to check the compliance level of all the service provider organizations with applicable safety regulatory requirements in all the relevant areas of the functional system.

D2.5.4 Inspection/Audit programme shall be:

D2.5.4.1 Biannually for the Air Navigation Service Providers, their allied units and offices providing ATM/ATS, AIS, SAR, MET and Procedure Design services to international air navigation;

D2.5.4.2 Annually for the Air Navigation Service Providers, their allied units and offices providing ATM/ATS, AIS, SAR services, MET And Procedure Design services to national air navigation;

D2.5.4.3 Annually for the Service Providers, their allied units and offices providing Communication, Navigation and Surveillance services and associated maintenance organizations; and

D2.5.4.4 Annually for the Certified Aerodrome Operators, their allied units and offices.

D2.5.5 Audit observations and identified non-conformities shall be documented in each inspection/audit report.

D2.5.6 The ANS/TS/AS Inspectors/ auditors shall communicate the audit findings to the audited Air Navigation Service Providers, Aerodrome Operators & their Units/Offices; and shall request corrective actions to address the identified non-conformities within agreed timelines.

D2.5.7 The corrective actions shall be identified by the audited Air Navigation Service Providers, Aerodrome Operators & their Units/Offices, and implemented following their acceptance by the Authority.


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D2.5.8 The Directorate of Airspace and Aerodrome Regulations shall ensure that implementation of corrective actions is followed up. For this purpose, no notice spot inspections may be conducted and recorded.

D2.6 CHANGES TO THE FUNCTIONAL SYSTEM

D2.6.1 Air Navigation Services including air traffic flow management and airspace management and Aerodrome Operations use functional systems that enable the management of air traffic. Therefore, any changes to functional systems shall be subject to safety oversight.

D2.6.2 Service providers/Aerodrome operators shall only use standards, procedures prescribed and/or accepted by the Authority when deciding whether to introduce a safety-related change to their functional systems.

D2.6.3 Service providers shall notify the Authority and/or DAAR of all planned safety related changes.

D2.6.4 The introduction into service of a major change requires acceptance of the Authority.

D2.6.5 The Authority and/or DAAR shall review the safety arguments associated with new functional systems or major changes to existing functional systems when:

a) The severity assessment conducted in accordance with the prescribed safety regulations/standards, determines a severity class – intolerable (5A, 5B, 5C, 4A, 4B and 3A); or

b) The implementation of the changes requires the introduction of new aviation standards.

Note:- Severity Classification For Safety Occurrences in ANS/Aerodromes has been prescribed in Appendix B, Table B1-1 Safety Risk Probability, Table B1-2 Safety Risk Severity, Table B1-3 Safety Risk Assessment Matrix and Table B1-4 Safety Risk Tolerability Matrix.

D2.7 SAFETY OVERSIGHT REPORTING

D2.7.1 DAAR shall produce an annual ANS/Aerodromes safety oversight report to ensure transparency and accountability of the safety oversight. The report shall be submitted to the Director General. The report should include:

a) Relevant information with regard to the monitoring of safety performance;

b) The compliance with applicable safety regulatory requirements by the organizations supervised;

c) The programme of safety regulatory audits;

d) The review of the safety arguments;

e) The changes to functional systems implemented by the organizations in accordance with procedures accepted by the authority;

f) Summary of the ANS/Aerodrome related accidents/incidents/occurrences; and

g) The safety directives issued by the DAAR.

D2.8 RESPONSIBILITIES OF AIR NAVIGATION SERVICE PROVIDERS (ANSP):

D2.8.1 ANSPs shall be responsible for the following functions under this Air Navigation Order.

D2.8.1.1 The primary responsibility for the safety of the ATSS rests with ANSP. ANSP shall operate the Air Traffic Services System (ATSS) at the highest practicable level of safety.


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D2.8.1.2 The Principal Director ANS (PD-ANS) shall have primary responsibility for system safety. Clear and unambiguous lines of authority and safety responsibility shall be established and maintained at all organizational levels.

D2.8.1.2.1 The Authority and/or PD ANS, as it considers appropriate according to National requirements, shall arrange with Pakistan Air Force (PAF) for the safety as prescribed above, at those places/units where the provision of ATS has been delegated/arranged through them.

D2.8.1.2.2 The Authority and/or PD ANS, as it considers appropriate according to National requirements, shall arrange with other ATSPs for the safety, at those places/units where the provision of ATS has been delegated/arranged.

D2.8.1.3 Everyone involved in the provision of Air Traffic services/ Air Traffic Management has an individual safety responsibility for his/her own actions. Further, managers are accountable for the safety performance of those ANSP elements for which they are responsible.

D2.8.1.4 Accountability for safety within ANSP is a critical aspect of the systems safety approach. A safety culture shall be developed within ANSP in which all employees feel personally responsible for the aspects of safety under their control and all managers understand that many of their decisions have safety implications.

D2.8.1.5 Ensure that there is a documented and auditable process to manage, conduct, and record required training, certifications/licensing as applicable, and ratings for all employees performing safety-related duties. Ensure that all contractors performing safety-related duties maintain a training and certification program that meets or exceeds all pertinent CAA requirements.

D2.8.1.6 Develop and maintain an SMS and submit it and any changes thereto, to DAAR for approval.

D2.8.1.6.1 The Director General and/or DAAR may accept or refuse to accept the SMS Manual by specifying the reasons of refusal.

D2.8.1.6.2 The Director General, if needed, may also endorse such conditions which are in the interest of public or flight safety at the time of acceptance of ATS SMS manual or thereafter, in accordance with the Rules, Regulations, applicable standards including safety standards prescribed in this ANO.

D2.8.1.6.3 The Authority or Director General may amend / vary conditions of the Safety Management Manual as and when deemed appropriate, which shall be communicated to the service providers; and

D2.8.1.6.4 Safety Management Manual shall not be transferable.

D2.8.1.7 Comply with established safety standards, the approved SMS, any SD(s) issued by DGCAA and DAAR.

D2.8.1.8 Maintain and adhere to a system of CAA Directives, Rules, Regulations, Air Navigation Orders, manuals, and orders that document the specifications, processes, and procedures that are used to operate and maintain the ATSS.

D2.8.1.9 Provide to DAAR regular and periodic (as set by DAAR) status briefings, to include information regarding ATSS changes being tracked by the ATS Safety Management. The ATSP change tracking data shall be developed. ANSP compliance with this reporting requirement will be effective December 31, 2010.

D2.8.1.10 Arrange and facilitate training/OJT of Regulators/Inspectors of DAAR on the present and new systems to ensure their currency and better understanding of ANS functions and continued development & review of the Regulations/Standards not only to meet the present and future needs but also to have thorough insight as well as oversight of the system.

D2.8.1.11 Develop and maintain a hazard-tracking database in which all types of medium and high- risk hazards are tracked, and provide continuous access to the database to the DAAR. ANSP compliance with this reporting requirement will be effective December 31, 2010.


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D2.8.1.12 Provide safety data to DAAR in accordance with this ANO.

D2.8.1.13 Follow the policies and procedures on Human Factors Principles issued by the Federal Government, the Authority and Guidelines contained in ICAO Documents.

D2.8.1.14 Implement the plan developed in coordination with DAAR for the elimination of deficiencies identified within the framework of Planning and Implementation Regional Groups (PIRGs).

D2.8.1.15 Elimination of deficiencies identified by the auditors/inspectors of DAAR within the timelines agreed.

D2.8.2 RESPONSIBILITIES OF AERODROME OPERATORS:

D2.8.2.1 Aerodrome Operators shall be responsible for the following functions under this Air Navigation Order.

D2.8.2.2 The primary responsibility for the safety of the Aerodrome Operations rests with the Operators. Aerodrome Operations System shall operate at the highest practicable level of safety.

D2.8.2.3 The Aerodrome Operators shall have primary responsibility for system safety. However, the Principal Director APS (PD APS) shall have primary responsibility for system safety for the aerodromes operated by PCAA. Clear and unambiguous lines of authority and safety responsibility shall be established and maintained at all organizational levels.

D2.8.2.4 Everyone involved in the Aerodrome Operations has an individual safety responsibility for his/her own actions. Further, managers are accountable for the safety performance of those aerodrome elements for which they are responsible.

D2.8.2.5 Accountability for safety within organization is a critical aspect of the systems safety approach. A safety culture must be developed within aerodrome organization in which all employees feel personally responsible for the aspects of safety under their control and all managers understand that many of their decisions have safety implications.

D2.8.2.6 Ensure that there is a documented and auditable process to manage, conduct, and record required training, certifications/licensing as applicable, and ratings for all employees performing safety-related duties. Ensure that all contractors performing safety-related duties maintain a training and certification program that meets or exceeds all pertinent CAA requirements.

D2.8.2.7 Develop and maintain an SMS and submit it and any changes thereto, to DAAR for approval.

D2.8.2.7.1 The Director General and/or DAAR may accept or refuse to accept the SMS Manual by specifying the reasons of refusal.

D2.8.2.7.2 The Director General, if needed, may also endorse such conditions, which are in the interest of public or flight safety at the time of acceptance of Aerodrome SMS manual, or thereafter, in accordance with the Rules, Regulations, applicable standards including safety standard prescribed in this ANO.

D2.8.2.7.3 The Authority or Director General may amend / vary conditions of the Safety Management Manual as and when deemed appropriate, which shall be communicated to the aerodrome operators; and

D2.8.2.7.4 Safety Management Manual shall not be transferable.

D2.8.2.8 Comply with established safety standards, the approved SMS, any SD(s) issued by DGCAA and DAAR.

D2.8.2.9 Maintain and adhere to a system of CAA Directives, Rules, Regulations, Air Navigation Orders, manuals, and orders that document the specifications, processes, and procedures that are used to operate and maintain the Aerodrome Operations System.

D2.8.2.10 Arrange and facilitate training/OJT of Regulators/Inspectors of DAAR on the present and new systems to ensure their currency and better understanding of Aerodrome functions and continued


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development & review of the regulations/standards not only to meet the present and future needs but also to have thorough insight as well as oversight of the system.

D2.8.2.11 Provide to DAAR regular and periodic (as set by DAAR) status briefings, to include information regarding Aerodrome Operations System changes being tracked by the Aerodrome Safety Management. The Aerodrome Operations System change tracking data shall be developed. Aerodrome Operator’s compliance with this reporting requirement will be effective December 31, 2010.

D2.8.2.12 Develop and maintain a hazard-tracking database in which all types of medium and high-risk hazards are tracked, and provide continuous access to the database to the DAAR. Aerodrome Operator’s compliance with this reporting requirement will be effective December 31, 2010.

D2.8.2.13 Provide safety data to DAAR in accordance with this ANO.

D2.8.2.14 Follow the policies and procedures on Human Factors Principles issued by the Federal Government, the Authority and Guidelines contained in ICAO Documents.

D2.8.2.15 Implement the plan developed in coordination with DAAR for the elimination of deficiencies identified within the framework of Planning and Implementation Regional Groups (PIRGs).

D2.8.2.16 Elimination of deficiencies identified by the auditors/inspectors of DAAR within the timelines agreed.

D2.8.3 AIR NAVIGATION SERVICES AND AERODROMES SAFETY COUNCIL:

D2.8.3.1 The Safety Council is a forum for top management officials from CAA i.e. Regulatory, SIB, ANSPs (including ANSP’s SMS) and Operators to meet and discuss non-compliance or other safety issues in an attempt to resolve those issues.

D2.8.3.2 The Safety Council shall comprise of the following as a minimum:

D2.8.3.2.1 Dy. DGCAA (Chairman);

D2.8.3.2.2 Principal Director (PD) Regulatory;

D2.8.3.2.3 Principal Director Air Navigation Services (PD ANS);

D2.8.3.2.4 Principal Director Airport Services;

D2.8.3.2.5 Director Airspace and Aerodrome Regulations (DAAR);

D2.8.3.2.6 Director Airworthiness (D AW);

D2.8.3.2.7 Director Flight Standards (D FS);

D2.8.3.2.8 President Safety Investigation Board (P SIB);

D2.8.3.2.9 Director Operations (D Ops.);

D2.8.3.2.10 Director Safety and Quality Management Systems (D SQMS);

D2.8.3.2.11 Director Communication Navigation and Surveillance (D CNS);

D2.8.3.2.12 Director Flight Calibration;

D2.8.3.2.13 Director Air Traffic Services (D ATS) PAF;

D2.8.3.2.14 Chief of Human Resource (C HR);

D2.8.3.2.15 Chairman Airlines Operating Committee (AOC);

D2.8.3.2.16 Director Safety Pakistan International Airlines Corporation (PIAC);


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D2.8.3.2.17 General Manager Operations Control Air Blue;

D2.8.3.2.18 General Manager Flight Operations Shaheen Air International;

D2.8.3.2.19 Representative of Private Aerodromes;

D2.8.3.2.20 General Manager Airspace and Air Navigation Standards (GM ANS) – Secretary;

D2.8.3.2.21 General Manager Technical Standards (DAAR); and

D2.8.3.2.22 General Manager Aerodrome Standards (DAAR)

D2.8.3.3 Safety Council shall meet at least once a year.

D2.8.3.4 Safety Council shall submit its report to the Director General.

D2.8.4 APPROVAL PROCESS:

D2.8.4.1 The approval process required to be followed by the Inspectorate / Branches of DAAR shall be as under;

D2.8.4.2 A minute shall be raised on case-to-case basis by the concerned regulatory section through their Director for the perusal of Principal Director and Dy. DGCAA and subsequent approval of DGCAA. Changes to the Rules, Operating Regulations and Air Navigation Orders, Standards and Recommended Practices, Standards Manuals, Inspectors Handbooks and other legislative/administrative matters shall be routed through Chief Legal Services before forwarding to Principal Director.

D2.8.4.3 Record of approvals shall be maintained in a traceable manner.

D3. SAFETY MANAGEMENT SYSTEM REQUIREMENTS:

D3.1 GENERAL:

D3.1.1 ANSPs/Aerodrome Operators within Karachi and Lahore FIR (serving civil aircraft) shall, as an integral part of the management of the ATS/Aerodrome Operations have in place a safety management system (SMS) which:

D3.1.1.1 Ensures a formalized, explicit and pro-active approach to systematic safety management in meeting its safety responsibilities within the provision of ATS/Aerodrome Operations;

D3.1.1.2 Operates in respect of all elements of ATS/Aerodrome and its supporting services which are under its managerial control;

D3.1.1.3 Includes, as its foundation, a statement of safety policy defining the organization’s fundamental approach to managing safety;

D3.1.1.4 Ensures that everyone involved in the safety aspects of ATS/Aerodrome Operations, has an individual safety responsibility for their own actions, and that managers are responsible for the safety performance of their own units.

D3.1.1.5 Ensures that the achievement of satisfactory level of safety in ATS/Aerodrome Operations shall be afforded the highest priority over commercial, operational, environmental or social pressures;

D3.1.1.6 Ensures that: during ATS/Aerodrome Operations, the principal objective is to minimize the contribution to the risk of an aircraft accident as far as reasonably practicable, to maximize benefits.


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D3.2 AIR NAVIGATION SERVICE PROVIDERS

D3.2.1 AIR NAVIGATION SERVICE PROVIDER ORGANIZATION (ANSP) RESOURCES:

D3.2.1.1 All elements of ANSP are bound by all requirements of the safety management system (SMS) as prescribed in ANO-002-DRAN-1.0 Air Traffic Services (Annex 11 to the Chicago Convention – Air Traffic Services) and ICAO Doc-9859 Safety Management Manual. It is essential that ANSP assign resources to support the SMS. The following are the minimum requirements:

D3.2.1.1.1 ANSP shall maintain an organization that has the necessary competent personnel, procedures, and facilities and equipment as are necessary to meet requirements of this order and to develop, operate, and support the SMS.

D3.2.1.1.2 ANSP shall establish an organizational structure for developing and maintaining the SMS.

D3.2.1.1.3 The SMS structure shall be organizationally independent from the service delivery portion of ANSP.

D3.2.1.1.4 The ANSP SMS organization shall report directly to the DGCAA and PD ANS.

D3.2.2 SAFETY RISK MANAGEMENT PROGRAM – AIR TRAFFIC SERVICES:

D3.2.2.1 As part of the SMS, the ANSP shall develop and use a formal, documented methodology for conducting safety risk assessments that is tailored to the scope and timelines of the planned change. However, planned changes within the National Air Traffic Services System, including those at the local level, shall apply safety risk assessment techniques before ANSP can implement changes. Safety risk assessment techniques may range from formal statistical modelling, to dynamic simulations, to qualitative judgments from content experts.

D3.2.2.2 ANSP shall conduct the analysis at the appropriate level of complexity and rigour for the scope and immediacy of the potential hazard. Tactical decision-making in the field, even involving significant safety risk, may require such rapid decision making that formal safety risk assessment is not feasible.

D3.2.2.3 ANSP shall conduct risk assessments in accordance with the provisions of the ATS SMS Manual duly approved by the DAAR.

D3.2.2.4 Risk assessments shall include a plan, to evaluate identified safety critical parameters during initial operational implementation and after its completion. These measurements shall take in the actual operating environment to validate that predicted performance is being realized and, therefore, the original safety assessment remains valid.

D3.2.2.5 The ANSP shall develop and implement a safety status-reporting program consistent with its own internal review of programs to provide ANS-DAAR insight into ATS System changes. The ANSP will provide to DAAR regular and periodic (as prescribed hereunder) status briefings, to include information regarding ATS System changes.

D3.2.2.5.1 Status briefings shall be provided bi-annually in addition to when circumstances/situation so demand.

D3.2.2.6 DAAR may, at its discretion, participate in the planning and conduct of safety risk assessments.

D3.2.2.7 In accordance with the ANSP SMS Manual, the safety risk management program shall include hazard identification, risk assessment, risk-control decision-making, and a hazard tracking and risk resolution process.

D3.2.2.8 High-risk hazards (intolerable) identified in the safety risk assessment.

D3.2.2.9 ANSP shall mitigate all high residual risk hazards. No changes should be allowed that result in high residual risk hazards, which cannot be mitigated down to medium or low risk.


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D3.2.2.10 DAAR shall approve controls that are defined to mitigate or eliminate initial or current high-risk hazards before ANSP can implement the change.

D3.2.2.11 Medium-risk (tolerable) hazards may be accepted. ANSP will develop and maintain a hazard-tracking database that will track all medium- and high-risk hazards, and provide DAAR with continuous access to the database. ANSP will maintain a process for acceptance of medium risk hazards in accordance with the provisions contained in ICAO Doc 9859.

D3.2.2.12 Low-risk (acceptable) hazards may be accepted. ANSP will maintain a process for acceptance of low-risk hazards in accordance with the provisions contained in ICAO Doc 9859.

D3.2.2.13 In cases where medium- or low-safety risk and/or controls/mitigations go beyond the domains of ANSP, the mitigations shall be approved by the designated management officials within each affected line of business, and subsequently accepted by DAAR. The ANSP SMS will ensure that all concerned are informed of medium-/low-risk hazards that it has either accepted or approved.

D3.2.3 OTHER REQUIRED PROGRAMMES:

D3.2.3.1 In addition to the safety risk management program, ANSP shall have the following programs:

D3.2.3.2 An Internal oversight, evaluation, and quality assurance. The programme(s), at a minimum, shall have the following components:

D3.2.3.2.1 Regular and scheduled internal ANSP inspections of Air Traffic Control, Communication / Navigation / Surveillance facilities, their operations, maintenance and acquisition programs. The human factor principles should be given due consideration in all safety related operations.

D3.2.3.2.2 Internal ANSP no-notice spot inspections of air traffic control, CNS facilities/operations and their maintenance. This may include the audit conducted by a party independent of the service provider organization that is inspected.

D3.2.3.2.3 Process for inclusion of DAAR personnel in the inspections/audits and/or evaluations should be developed. ANSP shall allow DAAR personnel to be included in inspections, audits, and/or evaluations when DAAR wants to do so.

D3.2.3.2.4 Development of minimum service level availability requirements, which includes validation and verification of these requirements for new systems entering the ATS System and hardware, and/or software improvements to existing systems.

D3.2.3.2.5 Monitoring and validation of service availability standards, which includes the comparison of fielded service availability performance within the standards.

D3.2.3.2.6 Audit of the SMS performance and operations.

D3.2.3.2.7 A defined decision making process for the implementation of corrective actions that result from the findings of these programs.

D3.2.3.2.8 Conduct internal ANSP executive management review of the results, findings, and corrective actions.

D3.2.3.2.9 Collect data on safety and quality incidents, concerns, and issues.

D3.2.3.2.10 A process that periodically verifies that the controls required to mitigate hazards identified during risk assessments, and tracked in the hazard tracking and risk resolution system, are being met throughout the ATS System. The ANSP will develop and implement a methodology to determine the frequency of verification based on risk classification at a minimum.

D3.2.4 PERSONNEL QUALIFICATIONS, TRAINING, TESTING, AND PROFICIENCY:

D3.2.4.1 ANSP shall provide employees training, in accordance with current directives, to perform their specific job functions.


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D3.2.4.1.1 ANSP shall test employees’ proficiency and deal with deficiencies in an effective and timely manner as they relate to safety.

D3.2.4.1.2 ANSP shall provide safety risk management training to all personnel involved in executing the SMS.

D3.2.4.2 Assess the effectiveness of the SMS in affecting the safety of the ATS System.

D3.2.4.2.1 Collect, track, and analyze safety data, to include:

D3.2.4.2.1.1 Air traffic control operational error rates;

D3.2.4.2.1.1 Runway incursion rates (at controlled airports);

D3.2.4.2.1.2 Operational deviation rates;

D3.2.4.2.1.3 Pilot deviations (air traffic control contributed);

D3.2.4.2.1.4 Near midair collisions (air traffic control contributed);

D3.2.4.2.1.5 ATS-related accident rates;

D3.2.4.2.1.6 Missed equipment preventative maintenance;

D3.2.4.2.1.7 Missed periodic flight inspections;

D3.2.4.2.1.8 Failure to mitigate high-risk hazards identified as part of a safety risk assessment; and

D3.2.4.2.1.9 Results of internal audits and surveys conducted in the internal oversight, evaluation, and quality assurance programs.

D3.2.4.2.2 ANSP shall compare safety data to past baselines in its analysis, when past baselines are available. Establish baselines where none exists.

D3.2.4.2.3 ANSP shall identify additional safety indicators to demonstrate that it is meeting the safety objectives outlined in the SMS strategic plan.

D3.2.4.2.4 If safety indicators point to a safety concern, ANSP will take action to mitigate the issue, and perform ongoing analysis to assess the effectiveness of those actions.

D3.2.4.3 Communicate the results of SMS operations throughout ANSP and to DAAR.

D3.2.4.4 Safety strategic planning.

D3.2.4.4.1 ANSP shall address safety and SMS in its strategic plan.

D3.2.4.4.2 ANSP shall develop specific safety objectives and policies based on its strategic plan.

D3.3 AERODROME OPERATORS

D3.3.1 AERODROME OPERATOR’S ORGANIZATION RESOURCES:

D3.3.1.1 All elements of Aerodrome Operations are bound by all requirements of the safety management system (SMS) as prescribed in ANO-001-DRAS-1.0, ANO-002-DRAS-1.0, ANO-001-DRTS-1.0, Aerodrome Standards Manual of Pakistan(Annex 14 to the Chicago Convention – Aerodrome Design and Operations, Aerodrome Certification Procedure of Pakistan, and ICAO Doc-9859 Safety Management Manual. It is essential that Aerodrome Operators assign resources to support the SMS. The following are the minimum requirements:

D3.3.1.1.1 Aerodrome Operators shall maintain an organization that has the necessary competent personnel, procedures, facilities and equipment as are necessary to meet requirements of this order and to develop, operate, and support the SMS.


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D3.3.1.2 Aerodrome Operators shall establish an organizational structure for developing and maintaining the SMS.

D3.3.1.3 The SMS structure shall be organizationally independent from the service delivery portion of Aerodromes.

D3.3.1.4 The Aerodrome SMS organization of PCAA shall report directly to the DGCAA and PD AS.

D3.3.1.5 The SMS organization of other Aerodromes shall report directly to the chief Executive of the aerodrome.

D3.3.2 SAFETY RISK MANAGEMENT PROGRAM – AERODROMES:

D3.3.2.1 As part of the SMS, the Aerodrome Operators shall develop and use a formal, documented methodology for conducting safety risk assessments that is tailored to the scope and timelines of the planned change. However, planned changes within the Aerodrome Operations System, including those at the local level, shall apply safety risk assessment techniques before the Aerodrome Operator can implement changes. Safety risk assessment techniques may range from formal statistical modelling, to dynamic simulations, to qualitative judgments from content experts.

D3.3.2.2 Aerodrome Operators shall conduct the analysis at the appropriate level of complexity and rigour for the scope and immediacy of the potential hazard. Tactical decision-making in the field, even involving significant safety risk, may require such rapid decision making that formal safety risk assessment is not feasible.

D3.3.2.3 Aerodrome Operators shall conduct risk assessments in accordance with the provisions of the Aerodrome SMS Manual duly approved by the DAAR.

D3.3.2.4 Risk assessments shall include a plan, to evaluate identified safety critical parameters during initial operational implementation and after its completion. These measurements shall take in the actual operating environment to validate that predicted performance is being realized and, therefore, the original safety assessment remains valid.

D3.3.2.5 The Aerodrome Operators shall develop and implement a safety status-reporting program consistent with its own internal review of programs to provide DAAR insight into Aerodrome Operations System changes. The Aerodrome Operator will provide to DAAR regular and periodic (as prescribed hereunder) status briefings, to include information regarding Aerodrome Operations System changes.

D3.3.2.5.1 Status briefings shall be provided bi-annually in addition to when circumstances/situation so demand.

D3.3.2.6 DAAR may, at its discretion, participate in the planning and conduct of safety risk assessments.

D3.3.2.7 In accordance with the Aerodrome SMS Manual, the safety risk management program shall include hazard identification, risk assessment, risk-control decision-making, and a hazard tracking and risk resolution process.

D3.3.2.8 High-risk hazards (intolerable) identified in the safety risk assessment.

D3.3.2.9 Aerodrome Operator shall mitigate all high residual risk hazards. No changes should be allowed that result in high residual risk hazards, which cannot be mitigated down to medium or low risk.

D3.3.2.10 DAAR shall approve controls that are defined to mitigate or eliminate initial or current high-risk hazards before Aerodrome Operator can implement the change.

D3.3.2.11 Medium-risk (tolerable) hazards may be accepted. Aerodrome Operator will develop and maintain a hazard-tracking database that will track all medium- and high-risk hazards, and provide AS-DAAR with continuous access to the database. Aerodrome Operator shall maintain a process for acceptance of medium risk hazards in accordance with the provisions contained in ICAO Doc 9859.


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D3.3.2.12 Low-risk (acceptable) hazards may be accepted. Aerodrome Operator shall maintain a process for acceptance of low-risk hazards in accordance with the provisions contained in ICAO Doc 9859.

D3.3.2.13 In cases where medium- or low-safety risk and/or controls/mitigations go beyond the domains of Aerodrome Operator, the mitigations shall be approved by the designated management officials within each affected line of business, and subsequently accepted by DAAR. The Aerodrome SMS will ensure that all concerned are informed of medium-/low-risk hazards that it has either accepted or approved.

D3.3.3 OTHER REQUIRED PROGRAMMES:

D3.3.3.1 In addition to the safety risk management program, Aerodrome Operator shall have the following programs:

D3.3.3.2 An Internal oversight, evaluation, and quality assurance. The programme(s), at a minimum, shall have the following components:

D3.3.3.2.1 Regular and scheduled internal inspections of aerodrome facilities, Communication / Navigation / Surveillance facilities, their operations, maintenance and acquisition programs. The human factor principles should be given due consideration in all safety related operations.

D3.3.3.2.2 Internal no-notice spot inspections of aerodrome infrastructure, CNS facilities/operations and their maintenance. This may include the audit conducted by a party independent of the service provider organization that is inspected.

D3.3.3.2.3 Process for inclusion of AS-DAAR personnel in the inspections/audits and/or evaluations should be developed. Aerodrome Operators shall allow AS-DAAR personnel to be included in inspections, audits, and/or evaluations when AS-DAAR wants to do so.

D3.3.3.2.4 Development of minimum facilities/service level availability requirements, which includes validation and verification of these requirements for new systems entering the Aerodrome Operations System and hardware, and/or software improvements to existing systems.

D3.3.3.2.5 Monitoring and validation of service availability standards, which includes the comparison of fielded service availability performance within the standards.

D3.3.3.2.6 Audit of the SMS performance and operations.

D3.3.3.2.7 A defined decision making process for the implementation of corrective actions that result from the findings of these programs.

D3.3.3.2.8 Conduct internal Aerodrome Operator’s executive management review of the results, findings, and corrective actions.

D3.3.3.2.9 Collect data on safety and quality incidents, concerns, and issues.

D3.3.3.2.10 A process that periodically verifies that the controls required to mitigate hazards identified during risk assessments, and tracked in the hazard tracking and risk resolution system, are being met throughout the Aerodrome Operations System. The Aerodrome Operator shall develop and implement a methodology to determine the frequency of verification based on risk classification at a minimum.

D3.3.4 PERSONNEL QUALIFICATIONS, TRAINING, TESTING, AND PROFICIENCY:

D3.3.4.1 Aerodrome Operator(s) shall provide employees training, in accordance with current directives, to perform their specific job functions.

D3.3.4.1.1 Aerodrome Operators shall test employees’ proficiency and deal with deficiencies in an effective and timely manner as they relate to safety.

D3.3.4.1.2 Aerodrome Operators shall provide safety risk management training to all personnel involved in executing the SMS.


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D3.3.4.2 Assess the effectiveness of the SMS in affecting the safety of the Aerodrome Operations System.

D3.3.4.2.1 Collect, track, and analyze safety data, to include:

D3.3.4.2.1.1 Aerodrome operational error rates;

D3.3.4.2.1.2 Runway incursion rates (at controlled airports);

D3.3.4.2.1.3 Operational deviation rates;

D3.3.4.2.1.4 Airline/Pilot deviations;

D3.3.4.2.1.5 Aircraft accidents on ground (ATC/Ground Personnel/Vehicles contributed);

D3.3.4.2.1.6 Bird Hits;

D3.3.4.2.1.7 Missed equipment preventative maintenance;

D3.3.4.2.1.8 Missed periodic inspections;

D3.3.4.2.1.9 Failure to mitigate high-risk hazards identified as part of a safety risk assessment; and

D3.3.4.2.1.10 Results of internal audits and surveys conducted in the internal oversight, evaluation, and quality assurance programs.

D3.3.4.2.2 Aerodrome Operators shall compare safety data to past baselines in its analysis, when past baselines are available. Establish baselines where none exists.

D3.3.4.2.3 Aerodrome Operators shall identify additional safety indicators to demonstrate that it is meeting the safety objectives outlined in the SMS strategic plan.

D3.3.4.2.4 If safety indicators point to a safety concern, Aerodrome Operators will take action to mitigate the issue, and perform ongoing analysis to assess the effectiveness of those actions.

D3.3.4.3 Communicate the results of SMS operations throughout the organization and to AS-DAAR.

D3.3.4.4 SAFETY STRATEGIC PLANNING:

D3.3.4.4.1 Aerodrome Operators shall address safety and SMS in its strategic plan.

D3.3.4.4.2 Aerodrome Operators shall develop specific safety objectives and policies based on its strategic plan.

D4. SAFETY STANDARDS

D4.1 ELEMENTS RELATED TO ACQUIRING AND IMPLEMENTING NEW SYSTEMS:

Note:- Systems includes new equipment, as well as hardware and software modifications to existing equipment.

D4.1.1 ANSPs/Aerodrome Operators decisions to acquire or implement new systems shall be made in accordance with the acquisition policies and procedures of Federal Government and Civil Aviation Authority, and the Safety Management System (SMS) Manual.

Note:- The guidelines regarding SMS prescribed in ICAO Doc 9859 AN/474 – Safety Management Manual Second Edition-2009 should be used.

D4.1.2 ANSPs/Aerodrome Operators shall assess new systems and modifications in accordance with the ANSP SMS Manual.


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D4.1.3 ANSPs/Aerodrome Operators shall ensure that the new system and/or changes to the existing system satisfy not only the National requirements but also meet the international obligations regarding safety of air navigation/aircraft operation. Directorate of Airspace and Aerodrome Regulations shall be kept informed at each stage of such developments.

D4.1.4 In the case where the hazard and/or failure of the system has a direct impact on aircraft operations, ANSP/Aerodrome Operator may evaluate those systems in accordance with the risk chart and classification prescribed in Appendix – B “Severity classification for safety occurrences in ANS/Aerodromes”. The risk chart and classification has also been prescribed in ICAO Doc 9859 Safety Management Manual 2nd Edition 2009.

Example: Hazards associated with an Instrument Landing System (ILS) – a ground system (ILS outputs have a direct effect on the aircraft) would be classified, for risk, according to prescribed criteria. Other examples include navigational aids (NAVAID) and Microwave Landing Systems (MLS). This provision does not relieve programs from the requirements of the SMS; it merely permits the use of alternative risk classifications in special circumstances where systems directly interface with aircraft.

D4.1.5 ANSPs/Aerodrome Operators shall validate and verify the safety requirements identified during the safety risk management process before deployment and full operational use by the appropriate ANSP/Aerodrome Operation’s element.

D4.2 ELEMENTS RELATED TO AIR TRAFFIC CONTROL FUNCTIONS:

D4.2.1 ORGANIZATION:

D4.2.1.1 ANSP shall maintain an organization that has competent personnel, procedures, and processes for;

D4.2.1.1.1 The proper provision of air traffic control services in the National Air Traffic Services System;

D4.2.1.1.2 The management, maintenance, and distribution of aeronautical information; and

D4.2.1.1.3 The management of the sovereign airspace; and delegated international airspace.

D4.2.2 OPERATIONS:

D4.2.2.1 Air traffic control services provided by ANSP and by each person or provider, with whom it arranges for the performance of that work, shall be performed in accordance with appropriate Rules, Operating Regulations, Air Navigation Orders, Directives of the Federal Government and Director General, prescribed standards and procedures, relevant manuals, and orders.

D4.2.2.2 ANSP shall provide aeronautical information in accordance with ANO-007-DRAN-1.0, ANO-008-DRAN-1.0 – Aeronautical Charts, its corresponding manuals and all applicable Rules and Regulations.

D4.2.2.3 Sovereign airspace and airspace in which ANSP has been assigned the responsibility for service provisions shall be managed in accordance with ANO-002-DRAN-1.0 – Air Traffic Services, ANO-003-DRAN-1.0 – Rules of the Air, ANO-004-DRAN-1.0 – Interception of Civil Aircraft, ANO-005-DRAN-1.0 – Search and Rescue, ANO-009-DRAN-1.0 – Meteorological Service for Air Navigation, corresponding manuals and all appropriate Rules and Regulations.

D4.2.3 PERSONNEL AND TRAINING:

D4.2.3.1 ANSP shall not use any person or provider to perform direct safety-related air traffic control services unless the person performing the work is appropriately qualified, properly trained, and authorized/licensed to do so in accordance with the policies of Civil Aviation Authority. It is worth mentioning that such policies are developed in accordance with the Civil Aviation Rules 1994, Operating Regulations, Air Navigation Orders, Directives of the Federal Government and the Director General, Standards and Recommended Practices issued by the Director General and DAAR in order to meet the National and International obligations.


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D4.2.3.2 ANSP or any person performing air traffic control services for it, shall have a training program to ensure that each person (including inspection/evaluation personnel who determine the adequacy of work done) is fully informed about procedures, techniques, and new equipment in use, and is competent to perform his/her duties. ANSP shall:

D4.2.3.2.1 Maintain a training program that meets the requirements described in this Order such that each person in a safety-related position is adequately trained to perform his/her assigned duties;

D4.2.3.2.2 Provide training facilities and properly qualified instructors;

D4.2.3.2.3 Provide and keep current with respect to each service type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting training and checks; and

D4.2.3.2.4 Provide enough instructors to conduct required training courses.

D4.2.3.3 Minimum training requirements for each course shall be as prescribed by ICAO. Additional requirements may be included to meet the needs of services to be provided by the Director General and ANSP.

D4.2.3.4 Each supervisor responsible for a particular employee’s course of training and/or competence check must certify as to the proficiency and knowledge of the employee upon completion of his/her training and/or check. That certification shall be made a part of the employee’s training, certification and licensing record.

D4.2.3.5 Changes to personnel certification/licensing requirements require acceptance by the Director General.

D4.2.4 OPERATIONS MANUALS AND PROCEDURAL HANDBOOKS, ORDERS, AND DOCUMENTS:

D4.2.4.1 ANSP shall prepare, and keep current handbooks, orders, and documents that delineate procedures, standards, check-lists and processes for the provision of Air Traffic Flow Management, Air Traffic Services, Aeronautical Information Service, Aeronautical charts, Procedure design Services, Search and Rescue Services, and the management of its personnel in conducting its operations.

D4.2.4.2 ANSP may make changes to those handbooks, orders, and documents but shall remain within the applicable Rules, Operating Regulations, Air Navigation Orders, prescribed standards and procedures.

D4.2.4.3 Any provisions of handbooks, orders, and documents, including this Air Navigation Order that pertain to separation minima will not be changed or waived without prior approval by the Director General through DAAR.

D4.3 ELEMENTS RELATED TO EQUIPMENT AND FACILITY MAINTENANCE FUNCTIONS:


D4.3.1.1 ANSP, in performing operations, maintenance (other than required inspections), preventive maintenance, or modifications, and each person or provider with whom it arranges for the performance of that work, shall have an organization to perform the work as per the applicable specifications/standards.

D4.3.1.2 ANSP shall maintain an organization that has the necessary competent personnel, procedures, and facilities and equipment (including spare parts, supplies, and materials) as are necessary for the proper servicing, maintenance, and preventive maintenance of the National Air Traffic Services System.

D4.3.2 EQUIPMENT MAINTENANCE AVAILABILITY PROGRAM:

D4.3.2.1 ANSP shall have an overall National Air Traffic Services System equipment availability program. This program shall define the required availability of all safety-critical National Air Traffic Services System facilities/equipment used in the provision of air traffic services and the methods to measure and report on achieved availability on a regular basis.


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D4.3.2.2 The Authority and/or DAAR shall approve the availability program and any changes to the program.

D4.3.3 MAINTENANCE OPERATIONS AND TECHNICAL MANUALS:

D4.3.3.1 ANSP shall prepare, keep current, and comply with, manuals, which delineate procedures, standards, and processes for equipment and facility maintenance and the management of its technical personnel in conducting its operations.

D4.3.3.2 Changes to, Technical Maintenance Orders for the maintenance of air navigation/air traffic services facilities, require acceptance by the Director General and/or DAAR.


D4.3.4.1 ANSP shall not use any person or provider to perform required direct safety-related maintenance or inspections/evaluations, unless the person performing the work is appropriately qualified, properly trained, and authorized to do so in accordance with the Rules, Operating Regulations, Air Navigation Orders, Standards and Recommended Practices, Maintenance Orders/Procedures prescribed by the Director General and/or DAAR as well as the ANSP policies and manuals.

D4.3.4.2 ANSP or any person performing maintenance or preventive maintenance functions for the ANSP shall have a training program to ensure that each person (including inspection/evaluation personnel) who determines the adequacy of work done is fully informed about procedures, techniques, and new equipment in use, and is competent to perform his/her duties. ANSP shall:

D4.3.4.2.1 Maintain a maintenance-training program such that each person in a safety-related position is adequately trained to perform his/her assigned duties;

D4.3.4.2.2 Provide training facilities and properly qualified instructors to conduct the training; and

D4.3.4.2.3 Provide and keep current, with respect to each system type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training.

D4.3.4.3 Each supervisor who is responsible for a particular employee’s course of training and/or performance evaluation must certify as to the proficiency and knowledge of the employee upon completion of that training and/or check. That certification shall be made a part of employee’s training/certification record.

D4.3.4.4 Each person directly responsible for performing ANSP certification /approval of facilities, systems, and services beyond those activities authorized under paragraph 4.3.4.1 must hold an appropriate relevant ANSP certification in accordance with relevant current Technical Orders for Facilities Maintenance Personnel. Changes to the personnel certification/approval requirements require acceptance by the Director General and/or DAAR.

D4.4 ELEMENTS RELATED TO FLIGHT INSPECTION FUNCTIONS.

D4.4.1 ANSP shall maintain an organization that has the necessary competent personnel, procedures, facilities and equipment essential for proper flight inspection of the systems that comprise the National Air Traffic Services System.

D4.4.2 ANSP will conduct flight inspection services (for the CNS equipment and flight procedures) in accordance with procedures/guidelines prescribed by ICAO. Changes to the Flight Inspection (listed below) require approval of the Authority through DAAR and acceptance by the Director General.

D4.4.2.1 Calibration Pilot’s authority and responsibilities.

D4.4.2.2 Facility status classification and issuance of Notices to Airmen (NOTAM).

D4.4.2.3 Records and reports.

D4.4.2.4 Extensions in the periodicity or interval of inspections.


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D4.4.2.5 Changes in established tolerances or those proposed for new equipment or new functionality.

D4.4.2.6 Changes in required check-list items for specific areas of systems to be inspected.

D4.4.2.7 Changes in the procedures for evaluating safety and fly-ability of instrument flight procedures.

D4.4.3 No person will perform flight inspection/calibration duties unless he/she has been trained and authorized in accordance with the Orders of the Director General.

D4.4.4 Changes to flight inspection/calibration personnel authorization requirements contained in such Orders require recommendation of Flight Standards Directorate and approval of the Director General.

D4.5 ELEMENTS RELATED TO FLIGHT PROCEDURE DEVELOPMENT FUNCTIONS:

D4.5.1 ANSP shall maintain an organization that has the necessary competent personnel, procedures, and processes as are necessary for the development of instrument flight procedures and aeronautical charts.

D4.5.2 Instrument flight procedures shall be developed in accordance with the relevant orders and policy promulgated by the Director General and Director Airspace and Aerodrome Regulations.

D4.5.3 Before any instrument flight procedures criteria (e.g., special procedures) are constructed and approved for issuance, they shall meet the requirements of the Safety Risk Management of SMS and obtain approval. Additionally, in the absence of an operating SMS, such procedures require approval of the Authority through Director Airspace and Aerodrome Regulations before they are used in the National Air Traffic Services System.

D4.5.4 Any person who designs and validates/certifies instrument flight procedures shall be properly trained and qualified in accordance with the standards established or approved by the Director General.

D4.6 ELEMENTS RELATED TO CHARTING FUNCTIONS:

D4.6.1 Charting functions shall be accomplished in accordance with ANO-008-DRAN-1.0 and relevant ICAO provisions.

D4.6.2 Any person who performs charting functions shall be adequately trained and qualified in accordance with the standards established and/or approved by the Director General.

D4.7 ELEMENTS RELATED TO SEARCH AND RESCUE:

D4.7.1 Search and Rescue functions shall be accomplished in accordance with the relevant Rules, Operating Regulations, ANO-005-DRAN-1.0 – Search and Rescue and IAMSAR Manual-Doc 9731.

D4.7.2 Any person who performs Search and Rescue shall be adequately trained and qualified in accordance with the standards established and/or approved by the Director General.

D4.7.3 ELEMENTS RELATED TO METEOROLOGICAL FUNCTIONS:

D4.7.3.1 Meteorological functions shall be accomplished in accordance with ANO-009-DRAN-1.0 – Meteorological Service for Air Navigation, corresponding ICAO provisions and relevant/applicable WMO provisions.

D4.7.4 Any person who performs Meteorological functions shall be adequately trained and qualified in accordance with the standards established and/or approved by the Director General of the Authority and Director General of PMD.

D4.8 ELEMENTS RELATED TO AERODROME OPERATIONS:


D4.8.1.1 Aerodrome Operators shall maintain an organization that has competent personnel, procedures, and processes for;


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D4.8.1.1.1 The proper provision of aerodrome ground operations control services and aerodrome operational services;

D4.8.1.1.2 The management, maintenance, and distribution of aeronautical information; and

D4.8.1.1.3 The management of the aerodrome operations.

D4.8.2 OPERATIONS:

D4.8.2.1 Aerodrome services provided by the Aerodrome Operator and by each person or provider, with whom it arranges for the performance of that work, shall be performed in accordance with appropriate Rules, Operating Regulations, Air Navigation Orders, Directives of the Federal Government and Director General, prescribed standards and procedures, relevant manuals, and orders.

D4.8.2.2 Aerodrome Operator(s) shall provide aeronautical information in accordance with ANO-007-DRAN-1.0, ANO-008-DRAN-1.0 – Aeronautical Charts, its corresponding manuals and all applicable Rules and Regulations.

D4.8.2.3 Aerodrome operations shall be managed in accordance with ANO-001-DRAS-1.0, ANO-002-DRAS-1.0, ANO-003-DRAS-1.0, ANO-001-DRTS-1.0, Aerodrome Standards Manual of Pakistan, Aerodrome Certification Procedure of Pakistan, other relevant Rules, Directives of the Federal Government and Director General, ANO-005-DRAN-1.0 – Search and Rescue, ANO-009-DRAN-1.0 – Meteorological Service for Air Navigation, corresponding manuals and all appropriate Rules and Regulations.


D4.8.3.1 Aerodrome Operator(s) shall not use any person or provider to perform direct safety-related task unless the person performing the work is appropriately qualified, properly trained, and authorized/licensed to do so in accordance with the policies of Civil Aviation Authority. It is worth mentioning that such policies are developed in accordance with the Civil Aviation Ordinances 1960, 1982 and Rules 1994, Operating Regulations, Air Navigation Orders, Directives of the Federal Government and the Director General, Standards and Recommended Practices issued by the Director General and DAAR in order to meet the National and International obligations.

D4.8.3.2 Aerodrome Operator(s) or any person performing aerodrome operational functions for it, shall have a training program to ensure that each person (including inspection/evaluation personnel who determine the adequacy of work done) is fully informed about procedures, techniques, and new equipment in use, and is competent to perform his/her duties. Aerodrome Operator(s) shall:

D4.8.3.2.1 Maintain a training program that meets the requirements described in this Order such that each person in a safety-related position is adequately trained to perform his/her assigned duties;

D4.8.3.2.2 Provide training facilities and properly qualified instructors;

D4.8.3.2.3 Provide and keep current with respect to each service type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting training and checks; and

D4.8.3.2.4 Provide enough instructors to conduct required training courses.

D4.8.3.3 Minimum training requirements for each course shall be as prescribed by ICAO. Additional requirements may be included to meet the needs of services to be provided by the Director General and Aerodrome Operator(s).

D4.8.3.4 Each supervisor responsible for a particular employee’s course of training and/or competence check must certify as to the proficiency and knowledge of the employee upon completion of his/her training and/or check. That certification shall be made a part of the employee’s training, certification and licensing record.

D4.8.3.5 Changes to personnel certification/licensing requirements require acceptance by the Director General.


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D4.8.4 OPERATIONS MANUALS AND PROCEDURAL HANDBOOKS, ORDERS, AND DOCUMENTS:

D4.8.4.1 Aerodrome Operator(s) shall prepare, and keep current handbooks, orders, and documents that delineate procedures, standards, checklists and processes for the Aerodrome Operations, Aeronautical Information Service, Aeronautical Charts, Search and Rescue/Emergency Services, and the management of its personnel in conducting its operations.

D4.8.4.2 Aerodrome Operator(s) may make changes to those handbooks, orders, and documents but shall remain within the applicable Rules, Operating Regulations, Air Navigation Orders, prescribed standards and procedures.

D4.8.4.3 Any provisions of handbooks, orders, and documents, including this Air Navigation Order that pertain to aerodrome separation minima will not be changed or waived without prior approval of the Director General through DAAR.

D4.9 SAFETY MANAGEMENT MANUAL

D4.9.1 The safety management manual shall be:

D4.9.1.1 Typewritten or printed and signed by the ATS provider/ Aerodrome Operator;

D4.9.1.2 In a format that is easy to revise;

D4.9.1.3 Having a system for recording the currency of page and amendments therein including a page for logging revisions;

D4.9.1.4 Organized in a manner that will facilitate the preparation, review and acceptance/approval process, and shall include:

D4.9.1.4.1 Documentation identification;

D4.9.1.4.2 Document control procedures;

D4.9.1.4.3 Scope of safety management system;

D4.9.1.4.4 Safety organization, defining responsibilities and accountabilities of key safety personnel;

D4.9.1.4.5 Safety policy and objectives:

D4.9.1.4.5.1 Management commitment and responsibilities;

D4.9.1.4.5.2 Safety accountabilities;

D4.9.1.4.5.3 Appointment of key safety personnel;

D4.9.1.4.5.4 Coordination of emergency response planning;

D4.9.1.4.5.5 SMS documentation

D4.9.1.4.6 Safety risk management:

D4.9.1.4.6.1 Hazard identification;

D4.9.1.4.6.2 Safety risk assessment and mitigation;

D4.9.1.4.7 Safety assurance:

D4.9.1.4.7.1 Safety performance monitoring and measurement;

D4.9.1.4.7.2 Management of change;

D4.9.1.4.7.3 Continuous improvement of SMS;


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D4.9.1.4.8 Safety auditing;

D4.9.1.4.9 Safety promotion:

D4.9.1.4.9.1 Training and education;

D4.9.1.4.9.2 Safety communication.

D4.9.2 Safety Management Manual shall include all information required under this ANO, ANO-002-DRAN-1.0 ATS Standards Manual, MATS, ASMP and conditions imposed from time to time by the Federal Government or Director General.

D4.9.3 REVISION OF INFORMATION:

D4.9.3.1 ANSPs/Aerodrome Operators shall alter or amend the safety management manual, as and when any change is made or instruction is issued, in order to maintain the accuracy of the manual.

D4.9.4 NOTIFICATION OF CHANGES:

D4.9.4.1 ANSPs/Aerodrome Operators shall notify the Director General in writing of any changes that they intend to make in the safety management manual.

D5. OVERSIGHT PRIOR TO IMPLEMENTATION OF THE SMS:

Note:- While this order shall be implemented immediately upon signature, several elements will require some time for full implementation. In particular, the development and full implementation of the safety management system (SMS) by the Air Navigation Service Providers (ANSP) / Aerodrome Operators will require 1 to 2 years for all of the necessary personnel to be trained on safety risk management and the SMS. This Para describes the method by which ANSP and Aerodrome Operators will operate while it is developing and implementing the SMS.

D5.1 ANSP MAINTAINS AND IMPROVES THE CURRENT SYSTEM:

D5.1.1 At the time of original implementation of this order, the current status of the National Air Traffic Services System is accepted as the baseline. This means the written processes, procedures, specifications, and other conditions of the system, are accepted as the starting point for oversight of safety in the National Air Traffic Services System. ANSP shall maintain the National Air Traffic Services System at a safety level that is at least equal to or better than the present state, in compliance with current policies, processes, and procedures that are documented in its orders, handbooks, and manuals.

D5.1.2 ANSP shall list and describe all elements of the operating system in the Operations Manual.

D5.2 PROPOSED CHANGES TO THE CURRENT SYSTEM:

D5.2.1 Proposed changes to the National Air Traffic Services System shall follow the procedures described below.

D5.2.1.1 Proposed changes to the National Air Traffic Services System shall meet the full SMS requirements for safety risk assessment, unless all the following conditions are met:

D5.2.1.1.1 The office proposing the change has not received SMS training and is not yet operating under the purview of the SMS.

D5.2.1.1.2 The change does not affect any safety standard as described in Para D4 of this order.

D5.2.1.1.3 The change is documented as per the direction of the ANSP SMS.

D5.2.1.1.4 The change is made in accordance with orders and operating practices in place immediately before SMS implementation.


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D5.2.2 Waivers to safety standards as described in Para D4 of this order require approval of the Director General through DAAR.

D5.3 IMPLEMENTATION PROGRAM OF SMS BY ANSP/AERODROME OPERATORS:

D5.3.1 While SMS has been implemented immediately upon the signature of Director General and subsequent issuance of Air Navigation Order No. 93.0004 Dated February 06, 2008 --- Safety Management System in Air Traffic Services and Aerodrome Operations. However due to the scarcity of resources, restructuring of CAA and required training, the process of implementation requires phased and systematic implementation by service providers. ANSP shall implement SMS as prescribed in ANO-002-DRAN-1.0 – Air Traffic Services Para D2.27.

D5.3.2 All ANSP’s and Aerodrome Operators as per the plan approved by the Director General shall implement SMS. It shall be ensured that SMS is implemented in all elements relating to aircrafts operations right from start of the aircraft engine until the aircraft leaves the airspace and/or the aircraft enters the airspace (wherein Air Navigation Service providers of Pakistan are providing services) until engines of aircraft are switched off. The complete implementation schedule, as a minimum shall be as under:

a) Karachi ACC/APPROACH/TOWER : by December 31, 2010.

b) Lahore ACC/APPROACH/TOWER : by December 31, 2010.

c) Cherat APPROACH : by December 31, 2010.

d) Islamabad RADAR : by December 31, 2010.

e) Islamabad TOWER : by December 31, 2010.

f) Peshawar Tower : by December 31, 2010.

g) Quetta Tower : by December 31, 2010.

h) Multan Tower/Approach : by December 31, 2010.

i) Faisalabad Tower : by December 31, 2010.

j) Sialkot Tower (Private) : by December 31, 2010.

k) Turbat Tower : by December 31, 2010.

l) Gawadar Tower : by December 31, 2010.

m) Nawab Shah Tower : by December 31, 2010.

n) Rahim Yar Khan Tower : by December 31, 2010.

o) Dera Ghazi Khan Tower : by December 31, 2010.

p) Sukkur Tower : by June 30, 2011.

q) Panjgur Tower : by June 30, 2011.

r) Bahawalpur Tower : by June 30, 2011.

s) Moenjodaro Tower : by June 30, 2011.

t) Hyderabad Tower : by June 30, 2011.

u) Chitral Tower : by June 30, 2011.

v) Skardu Tower : by June 30, 2011.

w) Gilgit Tower : by June 30, 2011.


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x) Zhob Tower : by September 30, 2011.

y) Dalbandin Tower : by September 30, 2011.

z) Pasni Tower : by September 30, 2011.

aa) Dera Ismail Khan Tower : by September 30, 2011.

bb) Bannu Tower : by September 30, 2011.

cc) Parachinar Tower : by September 30, 2011.

dd) Rawalakot Tower : by September 30, 2011

ee) Saidu Sharif Tower : by September 30, 2011.

ff) Muzaffarabad Tower : by September 30, 2011.

D5.3.3 ANSP’s and Aerodrome operators shall also plan implementation of SMS at the scaled down and closed units/aerodromes within six months upon commencement of operations. Safety assessment should be conducted before commencement of operations.

D5.4 PERSONNEL TRAINING AND LICENSING:

D5.4.1 CURRENT SYSTEM:

D5.4.1.1 The current personnel training and licensing system is accepted as the baseline until the complete implementation of this ANO. Therefore, the existing documented processes, procedures, and methods for certifying/licensing personnel have been accepted as the starting point for determining the qualifications of the ATS, AIS, SAR, Procedure Design personnel performing direct safety-related air traffic control services and tasks, in support of the National Air Traffic Services System (NATS) and Aerodrome operations.

D5.4.2 TRANSITION PLAN:

D5.4.2.1 DAAR shall develop and coordinate with ANSPs/Aerodrome Operators a transition plan for basic training, certification and licensing of ATS, AIS, SAR and Procedure Design personnel. ANSP shall have an Office of Personnel Management-compliant and DG/DAAR-approved skills evaluation and begin administering such evaluations not later than December 31, 2010.

D5.4.2.2 PD ANS shall coordinate with PMD to ensure that meteorological personnel deployed for the provision of meteorological services for air navigation are adequately trained and authorized as per WMO requirements to meet the national and international obligations. Letter of agreement, for arrangement and provision of meteorological services shall be executed and kept current to ensure safety and regularity of aircraft operations by all units.

D5.4.3 PROPOSED CHANGES TO THE CURRENT SYSTEM:

D5.4.3.1 Changes to personnel licensing, training, proficiency, and currency standards shall follow procedures described below:

D5.4.3.1.1 Proposed changes shall be made in accordance with the requirements approved by the Authority and Director General and prescribed in CAA Service Regulations, Operating Regulations, Air Navigation Orders regarding ATS, AIS, SAR and Procedure Design Personnel qualifications, training, certification and licensing.

D5.4.3.1.2 If the DAAR does not specifically address the proposed changes, the changes shall be made in accordance with Para D4 of this ANO.


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D6. REPORTING AND ASSESSMENT OF SAFETY OCCURRENCES (SAFETY REPORTING SYSTEMS):

D6.1 GENERAL:

D6.1.1 Data from accident/incident/occurrences reporting systems facilitate an understanding of the causes of hazards help define intervention strategies and the effectiveness of interventions. Safety reporting systems should not just be restricted to accidents/incidents, but should include provision for the reporting of hazards including non-compliance of applicable SARPs/procedures. Too often following an occurrence, investigators learn that many people were aware of the unsafe conditions before the event. For whatever reasons, however, they did not report the perceived hazards.

D6.1.2 In addition to the mandatory accident/incident reporting as required by the CARs, 1994 and this ANO, service providers, aircraft and aerodrome operators may have ‘in-house’ reporting systems for the reporting of safety hazards and incidents. If reporting is available to all personnel (not just flight crews/operating officials), company reporting systems help promote a positive company-wide safety culture. If implemented in a non-punitive work environment, an incident reporting system can go a long way toward creating a positive safety culture.

D6.2 NECESSITY OF REPORTING:

D6.2.1 Major aircraft accidents, air disasters and collisions are very rare. Less catastrophic accidents, occurrences, un-serviceabilities of aircraft/CNS equipments and a whole range of incidents occur more frequently. Such events may be harbinger of underlying safety problems. Ignoring these underlying safety hazards / problems / non-compliance of standards / procedures for operations could increase the number of serious accidents considerably.

D6.2.2 The operational facilities of ATS units and aerodromes are required to operate continuously and at optimum level of efficiency to ensure safe, orderly and expeditious flow of air traffic. It is therefore essential to monitor the performance of operational and technical facilities. The list of services facilities/equipment including occurrences/hazards is contained in Annexure-A.

D6.2.3 Human factors play a pivotal role in the performance of any system. Therefore, it is essential for the regulators/inspectors to monitor the activities/functions performed by the personnel employed in ATS/Aerodrome/Aircraft operations. Service Providers, Aerodrome Operators and Aircraft Operators should not only address the human issues like organizational factors, physiological limitations and psychological variables/factors but also monitor their safety performance.

D6.3 RATIONALE:

D6.3.1 Reporting and assessment of safety occurrences will lead to systematic visibility of safety occurrences and their causes, and will allow identification of appropriate corrective action as well as areas where flight safety could be improved by changes to the ATM/ATS and Aerodrome Operations system.

D6.3.2 Reporting and assessment of safety occurrences will also provide means for analysis of the safety performance, determination of significant variations, consistency and availability of ATM/ATS and Aerodrome Operations safety data.

D6.4 TYPES OF REPORTING SYSTEMS

D6.4.1 Safety reporting systems are of three types and are defined as under;

a) MANDATORY REPORTING SYSTEMS: In a mandatory reporting system, the service providers and associated people are required to report certain types of accident/incident/occurrences.

b) VOLUNTARY REPORTING SYSTEMS: Voluntary incident/occurrence reporting systems

supplement the information obtained from mandatory reporting systems.


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c) CONFIDENTIAL REPORTING SYSTEMS: Confidential reporting systems aim to protect the identity of the reporter. This is one way of ensuring that voluntary reporting systems are non-punitive.

D6.5 MANDATORY REPORTING OF ACCIDENTS, INCIDENTS, OCCURRENCES, UN-SERVICEABILITIES, NON-COMPLIANCE OF RULES, REGULATIONS, STANDARDS, RECOMMENDED PRACTICES AND PRESCRIBED PROCEDURES:

D6.5.1 ANSP’s, Aerodrome/Aircraft Operators and allied service providers shall ensure compliance of the following:

D6.5.1.1 Civil Aviation Rules pertaining to the;

a) Notification of accidents and incidents; and

b) Reporting of non compliance of Rules/Instructions;

D6.5.1.2 Directives of the Federal Government regarding:

a) Reporting of hijacked aircraft; and

b) Bomb threat to aircraft, aerodrome and its allied infrastructure;

D6.5.1.3 Operating Regulations and Air Navigation Orders issued by the Director General regarding mandatory reporting of accidents, incidents, occurrences and un-serviceabilities.

D6.5.2 ATM/ATS AND AERODROME OPERATIONS RELATED SAFETY OCCURRENCES TO BE REPORTED AND ANALYZED:

D6.5.2.1 It shall be noted that reporting of accidents, incidents, hijacked aircraft, bomb threat and non-compliance of Rules is a mandatory requirement.

D6.5.2.2 The following categories of ATM-related occurrences shall be reported and assessed subsequently:

Note:- This shall not preclude the reporting of any occurrence, situation or condition which, if repeated in different but likely circumstances or allowed to continue uncorrected, could create a hazard to aircraft safety. In addition, other safety occurrences identified as part of the monitoring requirements of specific programmes shall be added (e.g., Monitoring requirements as identified in the RVSM Programme).

D6.5.2.2.1 ACCIDENTS:

a) Mid Air collision;

b) Controlled Flight into Terrain (CFIT);

c) Collision on the ground between aircraft;

d) Collision between an airborne aircraft and vehicle/another aircraft on the ground;

e) Collision on the ground between aircraft and vehicle/person/obstruction(s);

f) Other accidents like “losses of control in flight”, due to VORTEX or meteorological conditions etc.

D6.5.2.2.2 INCIDENTS:

D6.5.2.2.2.1 Near collision – Encompassing specific situations where one aircraft and another aircraft/the ground/a vehicle/person or objects are perceived to be too close to each other:

a) Separation minima infringement (e.g. TCAS RA);


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b) Inadequate separation (e.g. TCAS TA);

c) Near Controlled Flight into Terrain (Near CFIT);

d) Runway incursion whenever avoiding action was necessary.

D6.5.2.2.2.2 Potential for collision or near collision – Encompassing specific situations having the potential to be an accident or a near collision, if another aircraft is in the vicinity:

a) Runway incursion where no avoiding action is necessary;

b) Runway excursion by aircraft;

c) Aircraft deviation from ATC clearance;

d) Aircraft deviation from applicable ATM regulation:

i. Aircraft deviation from applicable published ATM procedures;

ii. Unauthorized penetration of airspace;

iii. Deviation by aircraft from carriage of ATM-related equipment and operations as mandated in applicable regulation(s).

D6.5.2.2.3 ATM-specific occurrences – Encompassing situations during which the ability to provide safe ATM services is affected, including those situations where, by chance, the safe operations of aircraft has not been jeopardized. This shall include the following occurrences:

a) Inability to provide Air Traffic Management Services:

i. Inability to provide Air Traffic Services;

ii. Inability to provide Airspace Management Services;

iii. Inability to provide Air Traffic Flow Management Services.

b) Failure of Communication function (VHF, E-VHF, UHF & HF etc.);

c) Failure of Surveillance function (PSR, SSR, ADS-B & ADS-C etc.);

d) Failure of Coordination function (DSC, ISD, RICS & Telephones etc.);

e) Failure of Data Processing and Distribution function(Radar/FPL data processing computers, Flight Progress Strip Printers, AMHS, AFTN & CPDLC etc.);

f) Failure of Navigation function (ILS, MLS, VOR, DME, NDB, PAPI, Approach/Runway/Taxiway/Apron lights, AGNIS etc.); and

g) ATM System security.

D6.5.2.2.4 Other occurrences: The following occurrences shall also be reported:

a) Bird hits to aircraft;

b) Diversion of aircraft from flight plan due technical;

c) Diversion of aircraft from flight plan due meteorological conditions;

d) Aircraft equipment failure during flight;

e) Failure of Meteorological Instruments;

f) Operational Vehicles (Fire fighting vehicles, Ambulance, Fire Jeep etc.);

g) Un-serviceability of operational areas (Runway, Taxiway, Apron etc.); and


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h) Aircraft reports.

D6.5.3 CONTEXTUAL/FACTUAL DATA TO BE COLLECTED AND STORED:

D6.5.3.1 The following list sets out the minimum factual data to be collected and recorded about the occurrence (who, what, when, where) so that statistics can be developed to support the production of high-level safety indicators and associated trends over time.

Note: - The list below details the minimum factual data to be collected when initiating and undertaking the assessment/investigation of an occurrence. This list is by no means exhaustive.

a) Number of aircraft involved;

b) Vehicle(s) involved (Y/N);

c) Person(s) involved (Y/N);

d) Animal(s) involved (Y/N);

e) ATS Unit(s);

f) Month of occurrence;

g) Number of fatal injuries:

i. Crew member fatal injuries;

ii. Passengers fatal injuries;

iii. Third party fatal injuries.

h) Number of serious injuries.

D6.5.3.2 Data related to each aircraft:

a) Damage to aircraft;

b) Aircraft Type;

c) Type of Flight (To identify more specifically Commercial Air Transport or General Aviation Operation);

d) Type of operations (General Air Traffic and Operational Air Traffic);

e) Phase of ATM operations (From Taxi to Arrival);

f) Flight Rules (IFR/VFR);

g) Type of Air Traffic Management service provided;

h) Class of Air Traffic Services airspaces;

i) Other Airspace areas (Restricted, prohibited, danger areas);

j) Type of report (i.e., AIRPROX report, ACAS report, others); and

k) Type of monitoring system alerts (i.e., STCA, MSAW, GPWS, APW, ACAS, S-MGCS, Others).

D6.5.4 RESULTS OF THE ASSESSMENT/INVESTIGATION TO BE STORED:

D6.5.4.1 The following list details the minimum data that should be produced and stored as results of the assessment/investigation of the occurrence.


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D6.5.4.1.1 The assessment/investigation of the occurrence shall enable the determination of the level of severity of the occurrence. Refer to Guidance Material regarding Table 6-1 Risk Assessment Matrix and Table 17-APP 2-1 ATS Risk Assessment Procedures prescribed in Doc-9859 Safety Management Manual (SMM) and Standards Manual for SMS (Current edition).

D6.5.4.1.2 The assessment/investigation of the occurrence shall enable the determination of the level of contribution from the ground element of the ATM system and establish if such contribution is:

a) Direct;

b) Indirect; and

c) With no ATM involvement (to cover situations where the ground element of the ATM system had nothing to do with the occurrence).

D6.5.4.1.3 The assessment/investigation of the occurrence shall enable the determination of the chain of events that led to the occurrence and enable the identification of the various reasons why each event took place, thus enabling the development of remedial measures, corrective actions and safety interventions or recommendations.

D6.5.4.1.3.1 Causes that combined to result in the occurrence shall be classified according to the following high-level categories:

Note:- The assessment/investigation of the occurrence may require a significant breakdown of those categories in order to better identify the reasons why the occurrence took place and to take adequate prevention measures.

a) ATM services personnel:

i. Physical/Physiological/Psychosocial;

ii. Interface-Working Environment; and

iii. Operational tasks demand.

b) ATM services personnel operating procedures and instructions:

i. Operational ATC procedures;

ii. Other operational ATM service procedures; and

iii. Engineering and maintenance procedures;

c) Interface between ATM service units;

d) ATM service infrastructure/facilities/technical systems:

i. Hardware issues;

ii. Software issues;

iii. Integration issues; and

iv. Aerodrome layout and infrastructure;

e) Airspace structure:

i. Route structure;

ii. Capacity;

iii. Sectorization; and

iv. ATS airspaces classification and identification;

f) Organizational structure and Management Policy:

i. Operational Line management;


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ii. Safety Management System;

iii. Institutional arrangements; and

iv. Personnel policy;

g) Regulatory activities:

i. Regulation; and

ii. Approval process.

D6.5.4.1.3.2 Safety recommendations, interventions and corrective actions shall be developed and recorded where necessary and their implementation monitored. They can take various forms, including development and implementation of a Safety Regulatory Requirement, standards implementation, procedures development or improvement, changes to system architecture, revisions in the ATM training.

D6.5.5 ANNUAL SUMMARY REPORT MINIMUM CONTENTS:

D6.5.5.1 Minimum information to be included in the summary report and reported to DAAR shall include;

D6.5.5.1.1 The annual traffic volume, expressed in movement and flight hour numbers;

D6.5.5.1.2 The total number of accidents;

D6.5.5.1.2.1 The identification of the associated level of damage and number of fatal injuries for each accident shall be clearly described.

D6.5.5.1.3 Statistical information shall be classified according to the phase of flight, flight rules, type of operations and class of airspace, with indication each time of the number of cases where ATM had either a direct or an indirect contribution to the accident. Similar information shall be provided for specific categories of accidents, including:

a) Mid Air Collision;

b) Controlled Flight Into Terrain;

c) Collision on the ground between aircraft;

d) Collision between an airborne aircraft and vehicle/another aircraft on the ground; and

e) Collision on ground between aircraft and vehicle or person or obstruction(s).

D6.5.5.1.4 The total number of incidents shall be classified according to severity level, phase of flight, flight rules, type of operations and class of airspace, with indication each time of the number of cases where ATM had either a direct or an indirect contribution to the incident. Similar information shall be provided for specific categories of incidents, including:

a) Separation minima infringement;

b) Inadequate separation;

c) Near Controlled Flight into Terrain (Near CFIT);

d) Runway incursion where avoiding action was necessary;

e) Runway incursion where no avoiding action was necessary;

f) Runway excursion by aircraft;

g) Aircraft deviation from ATC clearance; and

h) Aircraft deviation from applicable ATM regulation;


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i. Aircraft deviation from applicable published ATM procedures,

ii. Unauthorized penetration of airspace,

iii. Deviation by aircraft from carriage of ATM-related equipment and operations as mandated in applicable regulation(s).

D6.5.5.1.5 The total number of ATM specific occurrences shall be classified according to the severity. Similar information shall be provided for specific categories of ATM specific occurrences, including:

a) Inability to provide Air Traffic Management Services;

i. Inability to provide Air Traffic Services,

ii. Inability to provide Airspace Management Services,

iii. Inability to provide Air Traffic Flow Management Services.

b) Failure of Communication function;

c) Failure of Surveillance function;

d) Failure of Data Processing and Distribution function;

e) Failure of Navigation function;

f) Failure of ATM system security.

D6.5.6 REPORTING PROCEDURES:

D6.5.6.1 Reports shall be submitted in plain English language by using ICAO codes & abbreviations.

D6.5.6.1.1 Reports made/addressed to the MoD and other Government Authorities/Agencies shall be in plain English language.

D6.5.6.2 All accidents, incidents, occurrences, diversions, bird hits, failures and un-serviceabilities etc. shall be reported.

D6.5.6.3 The failure and un-serviceability of primary, secondary and standby facilities/equipment of ATM/ATS/CNS/Aerodrome Operations shall be reported and recorded even if secondary or standby equipment and channels were used and operations were not affected.

D6.5.6.4 If a Primary and/or Secondary facility/equipment is unserviceable and operations continued on Standby facility/equipment, then it shall be mentioned as “Operation not suffered as it is carried on standby equipment/facility”. In case of a standby equipment/facility is unserviceable then it should be indicated as “Operation normal, no standby available”.

D6.5.6.5 The elements listed in Para D6.5.1 and D6.5.2 shall be reported to the Directorate of Air Navigation and Aerodrome Regulations (DAAR) including other concerned Authorities.

D6.5.6.6 The contents of report shall contain information under following headings:

a) RADARS;

b) RADIO NAVIGATION AIDS;

c) TELECOM CHANNELS:

i. AIR-GROUND;

ii. ATS COORDINATION;

iii. AMHS/AFTN; and

iv. EPABX;


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d) VISUAL AIDS (Including ground lights etc.);

e) OPERATIONAL VEHICLES;

f) GENERATORS / AIR CONDITIONERS;

g) METEOROLOGICAL INSTRUMENTS;

h) OPERATIONAL AREAS (Runways, Taxiways, Apron, Fair weather-strips etc.);

i) AIRCRAFT REPORTS; and

j) INCIDENTS/OCCURRENCES [Accidents, Bomb Threat, Un-lawful interference (hijacking of aircraft), Aircraft landing due technical/emergency, Closure of facilities/aerodromes, Over-shoot, Diversions, Bird-Hits etc.].

D6.5.7 The ATS providers, Aerodrome and Aircraft operators shall ensure that the above stated elements along with its causes are reported daily and on regular basis. The information must be co-related with the previous days report. NOTAM action shall be taken whenever circumstances so demand and must be mentioned in the report.

D6.5.8 Nil report shall also be submitted.

D6.6 METHOD OF TRANSMISSION:

D6.6.1 The contents of report described in Para D6.5.6.6 above are the same as Daily IOUDO/OFPR report being submitted by the Service Providers/Aerodrome Operators, hence addresses of Principal Director Regulatory, Director Airspace and Aerodrome Regulations (DAAR), General Manager Airspace and Air Navigation Standards, General Manager Technical Standards and General Manager Aerodrome Standards shall be included in the Daily IOUDO/OFPR.

D6.7 REPORTING OF HAZARDS:

D6.7.1 Hazard reporting is a formal means of receiving, collecting, recording, acting on and providing feedback to the concerned about hazards, incidents or environment aspects. It is generally believed that for each catastrophic incident there are up to six (600) near misses which remain unseen or unreported. Thus, reporting of fatalities and serious incidents are a very poor indicator of safety performance. Majority of hazards / aspects and incidents remain unreported thereby restricting the safety enhancement measures.

D6.7.2 All CAA employees and stakeholders / interested parties/persons are encouraged to report hazards, incidents and environmental aspects voluntarily on prescribed Hazard / Incident reporting forms. These forms should be utilized for the improvement actions (Corrective & Preventive Actions) and no punitive action should be taken upon such reports. All investigations based on such reports shall entirely be of non-punitive nature.

D6.7.3 Hazards, incidents, non-compliance of Rules and Regulations and environmental aspects may be reported voluntarily to Principal Director Regulatory, Director Airspace and Aerodrome Regulations (DAAR), General Manager Airspace and Air Navigation Standards, General Manager Technical Standards or General Manager Aerodrome Standards through e-mail on the following addressees:

D6.7.3.1 Principal Director Regulatory: [email protected]

D6.7.3.2 Director Airspace and Aerodrome Regulations: [email protected]

D6.7.3.3 GM Airspace and Air Navigation Standards: [email protected]

D6.7.3.4 GM Aerodrome Standards: [email protected]

D6.7.3.5 GM Technical Standards: [email protected]

D6.7.4 ANSPs and Aerodrome Operators shall maintain the details of reported hazards and Incidents along with corrective & preventive actions taken and forward the same to DAAR biannually.


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D6.7.5 ANSPs and Aerodrome Operators shall also report the following hazards & incidents in a manner as prescribed in Para D6.7.4:

a) Danger to an aircraft or harm to a person;

b) Injuries and ill-health;

c) Threat to CAA’s viability;

d) Significant Environmental threats;

e) Violation of Rules / Procedures pertaining to;

i. Aircraft Operations;

ii. Aerodrome Operations;

iii. Air Traffic Management;

iv. Occupational Health & Safety; and

v. Environment.

D7. ACCESS TO ANS/ATS UNITS, AERODROMES AND ALLIED OFFICES/ FACILITIES:

D7.1 Personnel authorized by the Director General may at any time, inspect, audit and carry out tests of the facilities, services, equipments, relevant documents and records of Aerodrome Operator, and verify their safety management system before the certificate/licence is granted or renewed and subsequently at any other time, for the purpose of ensuring safety at the aerodromes.

D7.2 An ANS/ATS provider and Aerodrome operator shall allow access to the authorized inspectors of the Authority to any part of the ANS/ATS offices, units, aerodrome and any other facilities including equipments, documents, records and related personnel for the purposes prescribed in this ANO.

D7.3 The ANS/ATS provider and Aerodrome operator shall co-operate with the authorized inspectors of the Authority in conducting the audit/inspection.

D7.4 The Authority or Director General may also inspect or authorize an inspection of ANS/ATS Unit(s)/offices and Aerodrome(s) including allied facilities at any time to ensure safety:

D7.4.1 As soon as possible after an aircraft accident or incident;

D7.4.2 During any period of construction or repair work of ANS/ATS units / Aerodrome(s) facilities or equipment that is critical to the safety of aircraft operations; and

D7.4.3 At any time when there are conditions at the ANS/ATS units / Aerodrome(s) that could affect aviation safety.

D7.5 ANS/ATS providers and Aerodrome operators shall arrange inspections periodically, as required in the certificate / licence / SMS manual or as directed by the Authority or Director General and shall submit reports to the Authority / Director General.

E. EVIDENCES (ACRONYMS / RECORDS / REFERENCES)

E1. ACRONYMS

ACAS AIRBORNE COLLISION AVOIDANCE SYSTEM ACC AREA CONTROL CENTRE ACFT AIRCRAFT AD AERODROME ADS-B AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST ADS-C AUTOMATIC DEPENDENT SURVEILLANCE-CONTRACT


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ADZ ADVISE AFTN AERONAUTICAL FIXED TELECOMMUNICATIONS NETWORK AGL ABOVE GROUND LEVEL AGNIS AZIMUTH GUIDANCE FOR NOSE IN STAND AHQ AIR HEAD-QUARTERS (PAKISTAN AIR FORCE) AIP AERONAUTICAL INFORMATION PUBLICATION AIREP AIR-REPORT AIS AERONAUTICAL INFORMATION SERVICES ALERFA ALERT PHASE ALS APPROACH LIGHTING SYSTEM AMHS AERONAUTICAL MESSAGE HANDLING SYSTEM ANO AIR NAVIGATION ORDER ANS AIR NAVIGATION SERVICES OR ANS AIRSPACE AND AIR NAVIGATION STANDARDS ANSP AIR NAVIGATION SERVICE PROVIDER AOC AIRLINES OPERATING COMMITTEE APP APPROACH CONTROL SERVICE/UNIT OR APPROACH CONTROL APW AREA PROXIMITY WARNING AS AERODROME STANDARDS ATA ACTUAL TIME OF ARRIVAL ATC AIR TRAFFIC CONTROL ATFM AIR TRAFFIC FLOW MANAGEMENT ATIS AUTOMATIC TERMINAL INFORMATION SERVICE ATM AIR TRAFFIC MANAGEMENT ATN AERONAUTICAL TELECOMMUNICATION NETWORK ATS AIR TRAFFIC SERVICES ATSP AIR TRAFFIC SERVICES PROVIDER ATSS AIR TRAFFIC SERVICES SYSTEM CAA CIVIL AVIATION AUTHORITY CAR CIVIL AVIATION RULES CAVOK VISIBILITY, CLOUD AND PRESENT WEATHER BETTER THAN

PRESCRIBED VALUES OR CONDITIONS CFIT CONTROLLED FLIGHT INTO TERRAIN CHR CHIEF OF HUMAN RESOURCE CNS COMMUNICATION, NAVIGATION AND SURVEILLANCE CPDLC CONTROLLER PILOT DATA LINK COMMUNICATION D.Ops. DIRECTOR OPERATIONS DAAR DIRECTORATE OF AIRSPACE AND AERODROME REGULATIONS DATS DIRECTOR ATS PAF DAW DIRECTOR AIRWORTHINESS DCNS DIRECTOR COMMUNICATION, NAVIGATION AND SURVEILLANCE DFS DIRECTOR FLIGHT STANDARDS DGCAA DIRECTOR GENERAL OF PAKISTAN CIVIL AVIATION AUTHORITY DME DISTANCE MEASURING EQUIPMENT DSC DIRECT SPEECH CIRCUIT DSQMS DIRECTOR SAFETY AND QUALITY MANAGEMENT SYSTEMS EPABX ELECTRONIC PRIVATE AUTOMATIC BRANCH EXCHANGE E-VHF EXTENDED RANGE – VERY-HIGH FREQUENCY FPL FLIGHT PLAN GM GENERAL MANAGER GPWS GROUND PROXIMITY WARNING SYSTEM HF HIGH FREQUENCY IAMSAR INTERNATIONAL AERONAUTICAL MARITIME SEARCH AND

RESCUE ICAO INTERNATIONAL CIVIL AVIATION ORGANIZATION IFR INSTRUMENT FLIGHT RULES ILS INSTRUMENT LANDING SYSTEM IOUDO INCIDENT, OCCURRENCE, UN-SERVICEABILITY, DIVERSION AND

OVERSHOOT


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ISD INTERNATIONAL SUBSCRIBER DIALLING ISO INTERNATIONAL STANDARDS ORGANIZATION MET METEOROLOGICAL SERVICES/METEOROLOGY MLS MICROWAVE LANDING SYSTEM MoD MINISTRY OF DEFENCE MSAW MINIMUM SAFE ALTITUDE WARNING NATS NATIONAL AIR TRAFFIC SERVICES SYSTEM NAVAID NAVIGATIONAL AIDS NDB NON-DIRECTIONAL BEACON NOTAM NOTICE TO AIRMEN OFPR OPERATIONAL FACILITY PERFORMANCE REPORT OJTI ON THE JOB TRAINING INSTRUCTOR PAF PAKISTAN AIR FORCE PANS-OPS PROCEDURES FOR AIR NAVIGATION SERVICES- AIRCRAFT

OPERATIONS PAPI PRECISION APPROACH PATH INDICATOR PCAA PAKISTAN CIVIL AVIATION AUTHORITY PD PRINCIPAL DIRECTOR PIAC PAKISTAN INTERNATIONAL AIRLINES CORPORATION PIRG PLANNING AND IMPLEMENTATION REGIONAL GROUPS PMD PAKISTAN METEOROLOGICAL DEPARTMENT PSIB PRESIDENT SAFETY INVESTIGATION BOARD PSR PRIMARY SURVEILLANCE RADAR QSL QUANTITATIVE SAFETY LEVEL RCAG REMOTE CONTROLLED AIR-GROUND RCC RESCUE COORDINATION CENTRE RICS RADAR INTEGRATED COMMUNICATION/COORDINATION

SYSTEM RNAV AREA NAVIGATION RTF RADIO TELEPHONY CALL SIGN RVSM REDUCED VERTICAL SEPARATION MINIMUM RWY RUNWAY SAR SEARCH AND RESCUE SARPS STANDARDS AND RECOMMENDED PRACTICES SC SAFETY CIRCULAR SD SAFETY DIRECTIVE SIB SAFETY INVESTIGATION BOARD SMGCS SURFACE MOVEMENT GUIDANCE CONTROL SYSTEM SMM SAFETY MANAGEMENT MANUAL SMS SAFETY MANAGEMENT SYSTEM SSB SINGLE SIDE BAND SSR SECONDARY SURVEILLANCE RADAR STC SHORT TERM CONFLICT ALERT TCAS-RA TRAFFIC COLLISION AVOIDANCE SYSTEM RESOLUTION

ADVISORY TCAS-TA TRAFFIC COLLISION AVOIDANCE SYSTEM TRAFFIC ADVISORY TS TECHNICAL STANDARDS TWY TAXIWAY U/S UN-SERVICEABILITY UHF ULTRA HIGH FREQUENCY USOAP UNIVERSAL SAFETY OVERSIGHT AUDIT PROGRAMME UTC CO-ORDINATED UNIVERSAL TIME VFR VISUAL FLIGHT RULES VHF VERY-HIGH FREQUENCY VMC VISUAL METEOROLOGICAL CONDITIONS VOR VHF OMNI-DIRECTIONAL RADIO RANGE WMO WORLD METEOROLOGICAL ORGANIZATION Y/N YES/NO


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E2. RECORDS

E2.1 NIL

E3. REFERENCES

E3.1 Civil Aviation Ordinance, 1960

E3.2 Pakistan Civil Aviation Authority Ordinance, 1982

E3.3 Civil Aviation Rules 1994

E3.4 Annex-2, 3, 4, 5, 6, 10, 11, 12, 14 & 15 to the Chicago Convention

E3.5 ANO-001-DRXX-1.0 Units of Measurement

E3.6 ANO-002-DRAN-1.0 Air Traffic Services

E3.7 ANO-003-DRAN-1.0 Rules of the Air

E3.8 ANO-004-DRAN-1.0 Interception of Civil Aircraft

E3.9 ANO-005-DRAN-1.0 Search and Rescue

E3.10 ANO-006-DRAN-1.0 Design Criteria for Instrument Flight Procedures

E3.11 ANO-007-DRAN-1.0 Aeronautical Information Service

E3.12 ANO-008-DRAN-1.0 Aeronautical Charts

E3.13 ANO-009-DRAN-1.0 Meteorological Service for Air Navigation

E3.14 Doc 9734 Safety Oversight Manual

E3.15 Doc 9735 Safety Oversight Audit Manual

E3.16 Doc 9859 Safety Management Manual

E3.17 Doc7300 Convention on International Civil Aviation

E4. IMPLEMENTATION

E4.1 This ANO supersedes the Air Navigation Order No. 93.004 Issue 1 dated February 06, 2008.

E4.2 This ANO shall be implemented with effect from January 31, 2011.

Dated: - January, 2011 (NADEEM KHAN YOUSUFZAI) Director General Pakistan Civil Aviation Authority

(MUHAMMAD SALEEM ATHAR) GM Airspace and Air Navigation Standards Dated: - December 2010 File No. HQCAA/6426/1/15/ANS


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APPENDIX - A

LIST OF FACILITIES

OPERATIONAL FACILITIES: Runway Obstruction markings Stopway Hydrants for crash Tenders Runway shoulders Markings Taxiway Landing Direction Indicator (Landing ‘T’) Taxiway Shoulders Distance Marker Boards Runway Strips Automatic Weather Observing Station (AWOS) Taxiway Strips Wind Speed Indicator Holding Bays/Taxi holding Positions Wind Direction Indicator Apron Aneroid Barometer Clearway Aldis Lamp Runway End Safety Areas Marshalling Torch Signal Panels and Signal Area Glimpse Lamps Runway/Taxiway Guidance Signs Goose Necks Passenger Loading Bridge Vary Pistol Operations Control Centre RVR (Beginning/Middle/End) TECHNICAL FACILITIES: NDB VHF (Tower/APP) CVOR/DVOR VHF (Radar) DME/TDME VHF (Enroute) Glide Slope VHF (Surface Movement) Localizer VHF (Approach) Middle Marker E-VHF (Radar/Enroute) Outer Marker Volmet Outer Locator ATIS VHF Direction Finder HF RT (Enroute) Radar AMHS/AFTN Channels Tape Recorders Telex Connection PAPI’s PAPI Runway Lights ATS Coordination Channels (DSC, Telephones) Taxiway Lights SSB Strobe Lights Fire Crash Tenders Apron Lights RIV Apron Edge Lights Operations and Fire Jeep Apron flood Lights Water Bouzer Approach Lights Follow-Me Van Obstruction Lights Ambulance Other Lights Runway Sweeper Generators (Standby) Fire Alarm and Auto Fire Fighting. System Air Conditioner Bird Shooters Jeep Trailer Pump EPABX Fire/Crash Bell AGNIS Mu Meter/Skido Meter Runway Rubber Removing Machine


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APPENDIX - B

SEVERITY CLASSIFICATION FOR SAFETY OCCURRENCES IN ANS/AERODROMES

1. Regulators, Service Providers and Operators shall determine the safety risk severity, (likelihood/probability and severity) as prescribed in Table B1-1 and B1-2.

2. Safety risk assessment matrix and safety risk tolerability matrix as prescribed in Table B1-3 shall be used to determine whether the risk is intolerable, tolerable or acceptable.

Table B1-1. Safety Risk Probability

Probability Meaning value

Frequent Likely to occur many times (has occurred frequently) 5

Occasional Likely to occur sometimes (has occurred infrequently) 4

Remote Unlikely to occur, but possible (has occurred rarely) 3

Improbable Very unlikely to occur (not known to have occurred) 2

Extremely improbable Almost inconceivable that the event will occur 1

Table B1-2 Safety Risk Severity

Severity of occurrence

Meaning Value

Catastrophic — Equipment destroyed — Multiple deaths

A

Hazardous — A 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

B

Major — 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

C

Minor — Nuisance — Operating limitations — Use of emergency procedures — Minor incident

D

Negligible — Little consequences E

Table B1-3. Safety Risk Assessment Matrix

Risk probability

Risk severity

Catastrophic A

Hazardous B

Major C

Minor D

Negligible E

Frequent 5 5A 5B 5C 5D 5E

Occasional 4 4A 4B 4C 4D 4E

Remote 3 3A 3B 3C 3D 3E

Improbable 2 2A 2B 2C 2D 2E

Extremely Improbable 1

1A 1B 1C 1D 1E


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Table B1-4. Safety Risk Tolerability Matrix

A

L

A

R

P

Suggested criteria

Assessment risk index

Suggested criteria

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

Unacceptable under the existing

circumstances

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

2A, 2B, 2C

Acceptable based on risk mitigation. It

may require management

decision.

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

1D, 1E Acceptable

(ALARP means As Low As Reasonably Practicable)