The document discusses risk management and flight data monitoring to protect assets. It notes that a past NTSB report found a crew made numerous errors on approach due to pressure to land and poor coordination. The presentation addresses how accidents can happen due to issues with humans, technology, or the organization, and proposes using flight data monitoring and risk management to address human factors and protect assets.
The document discusses Barrick Gold Corporation's Lean journey and implementation of continuous improvement. It began in 2002 due to declining gold prices and rising costs. Barrick benchmarked other top companies and found they had formal continuous improvement systems and cultures. Barrick launched its own CI program with top-down support, focusing first on its Goldstrike property and then expanding company-wide. Critical success factors included sustained leadership commitment, focusing on business processes, measurement, empowering people and teams, and communication. Operations review teams were embedded into the business cycle to identify gaps and plan improvements.
Per Astra Management Group offers operational and management services to companies in process industries such as specialty chemicals, renewable energy, and oil and gas. It has a cross-functional team of senior industry experts and a proven track record of successful restructurings. Per Astra can provide due diligence, asset sourcing and financing, and transition management support.
The document discusses changes made to NASA's Safety and Mission Assurance (S&MA) paradigm following several accidents and reports. It outlines how S&MA was reorganized at Marshall Space Flight Center to improve expertise, resources, and inclusion in technical decisions. S&MA now takes an integrated, in-line approach to projects through activities like hazard analysis, risk assessment, and participating in working groups. This early involvement has impacted vehicle designs and produced risk-based products to meet new safety and reliability requirements for programs like Constellation's Ares I.
The document discusses a presentation by Euan Barley of Q-Pulse, a safety, quality, and risk management software solution. It provides an agenda for the presentation that includes an introduction to Q-Pulse as a company, an overview of the Q-Pulse software, a discussion of recent and upcoming innovations, and a demonstration of the software. Q-Pulse works with over 300 aviation customers globally, including airlines, maintenance companies, regulators, and airports, to help improve safety, efficiency, quality, and risk management.
This document provides an overview of Granger Reis, an executive search and consultancy firm. It discusses Granger Reis' developed competitive advantages through their industry expertise, proven track record, and tailored service. It highlights their independence and client-focused approach. The document also describes Granger Reis' people and specialist industry knowledge, as well as their search and selection and consultancy services to help clients find the best talent and improve recruitment.
Usman Azhar is seeking a challenging opportunity in a fast-paced environment. He has over 5 years of experience at PricewaterhouseCoopers and in industry. Currently he works as an Internal Auditor at Ali & Sons LLC in Abu Dhabi where he performs internal audits and recommends process improvements. Prior to this he held roles in finance and auditing in Afghanistan and is proficient in various ERP, audit, and office software.
The document summarizes Captain Mike Pilgrim's presentation on Helicopter Flight Data Monitoring (HFDM) at the Helitech International 2013 workshop. It discusses the goals of improving helicopter safety through HFDM, how HFDM works to proactively identify and address operational risks, and provides examples of how HFDM data was used to identify and address issues related to approach deviations and expedited approaches.
This document provides industry best practices for helicopter flight data monitoring (HFDM) programs. It discusses the key components of an HFDM program, including hardware and software, organizational structure, and processes. The hardware should be capable of reliably recording and transferring relevant flight data. The organizational structure should include a program manager, data analysts, and a review group. The core processes involve collecting, validating, analyzing and trending flight data to identify safety issues and improve performance. Maintaining a good relationship between the HFDM program and the operator's safety management system is also emphasized.
The document discusses Barrick Gold Corporation's Lean journey and implementation of continuous improvement. It began in 2002 due to declining gold prices and rising costs. Barrick benchmarked other top companies and found they had formal continuous improvement systems and cultures. Barrick launched its own CI program with top-down support, focusing first on its Goldstrike property and then expanding company-wide. Critical success factors included sustained leadership commitment, focusing on business processes, measurement, empowering people and teams, and communication. Operations review teams were embedded into the business cycle to identify gaps and plan improvements.
Per Astra Management Group offers operational and management services to companies in process industries such as specialty chemicals, renewable energy, and oil and gas. It has a cross-functional team of senior industry experts and a proven track record of successful restructurings. Per Astra can provide due diligence, asset sourcing and financing, and transition management support.
The document discusses changes made to NASA's Safety and Mission Assurance (S&MA) paradigm following several accidents and reports. It outlines how S&MA was reorganized at Marshall Space Flight Center to improve expertise, resources, and inclusion in technical decisions. S&MA now takes an integrated, in-line approach to projects through activities like hazard analysis, risk assessment, and participating in working groups. This early involvement has impacted vehicle designs and produced risk-based products to meet new safety and reliability requirements for programs like Constellation's Ares I.
The document discusses a presentation by Euan Barley of Q-Pulse, a safety, quality, and risk management software solution. It provides an agenda for the presentation that includes an introduction to Q-Pulse as a company, an overview of the Q-Pulse software, a discussion of recent and upcoming innovations, and a demonstration of the software. Q-Pulse works with over 300 aviation customers globally, including airlines, maintenance companies, regulators, and airports, to help improve safety, efficiency, quality, and risk management.
This document provides an overview of Granger Reis, an executive search and consultancy firm. It discusses Granger Reis' developed competitive advantages through their industry expertise, proven track record, and tailored service. It highlights their independence and client-focused approach. The document also describes Granger Reis' people and specialist industry knowledge, as well as their search and selection and consultancy services to help clients find the best talent and improve recruitment.
Usman Azhar is seeking a challenging opportunity in a fast-paced environment. He has over 5 years of experience at PricewaterhouseCoopers and in industry. Currently he works as an Internal Auditor at Ali & Sons LLC in Abu Dhabi where he performs internal audits and recommends process improvements. Prior to this he held roles in finance and auditing in Afghanistan and is proficient in various ERP, audit, and office software.
The document summarizes Captain Mike Pilgrim's presentation on Helicopter Flight Data Monitoring (HFDM) at the Helitech International 2013 workshop. It discusses the goals of improving helicopter safety through HFDM, how HFDM works to proactively identify and address operational risks, and provides examples of how HFDM data was used to identify and address issues related to approach deviations and expedited approaches.
This document provides industry best practices for helicopter flight data monitoring (HFDM) programs. It discusses the key components of an HFDM program, including hardware and software, organizational structure, and processes. The hardware should be capable of reliably recording and transferring relevant flight data. The organizational structure should include a program manager, data analysts, and a review group. The core processes involve collecting, validating, analyzing and trending flight data to identify safety issues and improve performance. Maintaining a good relationship between the HFDM program and the operator's safety management system is also emphasized.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
The document is a presentation about flight data monitoring (FDM) given to pilots in January 2014. It provides an overview of the history and safety benefits of FDM, as well as current and future technologies. It explains that while FDM is commonly used for commercial flights, general aviation pilots can also benefit from FDM to monitor flight data and identify areas for improvement. The presentation explores different FDM options available to general aviation pilots and their costs.
This document discusses implementing safety management systems (SMS) for small fleet and private operators. It addresses some of the key challenges in doing so, such as scaling traditional SMS systems down to an administratively manage level and determining which elements to prioritize with limited resources. The biggest challenge identified is getting operators to see the need for an SMS in the first place. The presentation provides an overview of SMS and how it differs from traditional safety programs by taking a more proactive, data-driven approach. It offers practical advice on developing SMS policies for small operators, including establishing personal flight limits and duty time policies. Fatigue management is discussed as an important area requiring policy. A just culture policy example is also presented.
The document is a presentation on flight data monitoring (FDM) given by Captain Mike Pilgrim to the IHST Accident Intervention Workshop on March 4th, 2013 in Las Vegas. It discusses the definition and purpose of FDM in improving helicopter safety by proactively identifying and addressing risks through analysis of digital flight data. It provides examples of how FDM can detect unsafe trends and incidents like overtorques on takeoff and potential for dynamic roll-overs.
The document discusses flight data recorders and cockpit voice recorders, also known as black boxes. It describes their history from being first developed in the 1950s to become mandatory equipment on commercial aircraft. It explains that flight data recorders track aircraft performance parameters while cockpit voice recorders record conversations. Modern recorders can store hours of data and audio using crash-resistant solid-state technology and underwater locator beacons help locate the recorders after accidents.
This presentation discusses the flight data recorder (FDR), also known as the black box. The FDR records aircraft performance parameters and is located in the tail. It records data that is used to investigate accidents and analyze aircraft safety. The FDR has several cards that regulate parameters like CPU, analog, discrete and frequency. It also contains an underwater locator beacon that transmits a signal if the plane crashes in water to help with locating the FDR.
Introduction to Global Helicopter Flight Data MonitoringIHSTFAA
This document summarizes a presentation given at the Helitech International 2014 conference on Helicopter Flight Data Monitoring (HFDM). The presentation discusses the basics of HFDM, including its definition as the proactive use of digital flight data to improve aviation safety. Two case studies are presented: one involving an approach deviation identified through HFDM data analysis not an air safety report, and another involving expedited approaches resulting in high rates of descent. Solutions discussed include modifying ATC requests and crew responsibility during approaches. The Global HFDM Steering Group vision is the routine use of HFDM in a just culture to improve helicopter safety.
El Colegio Centenario es una institución ubicada en el centro histórico de Trujillo, Perú que ofrece 14 especialidades técnicas. Fue fundado en 1918 gracias al testamento de Marcial Acharan que dejó su fortuna para la educación técnica de los hijos del proletariado de Trujillo. El colegio ha celebrado varios aniversarios y participado en concursos y eventos regionales a lo largo de su historia.
El documento presenta una propuesta de proyecto institucional utilizando el modelo TPACK para abordar la problemática de la falta de participación de padres y alumnos en proyectos relacionados con el cuidado del medio ambiente. La propuesta consiste en crear un programa de radio escolar utilizando herramientas TIC para concientizar sobre este tema e invitar a la comunidad a participar de acciones concretas.
This document is a collection of birthday messages for Ate Jac from family and friends, wishing her a happy birthday and thanking her for being a godly woman, faithful wife, loving mother, and encouragement to others through her example and kindness. Many praise Ate Jac for her strength, wisdom, and dedication to her family and faith in serving God above all things. Friends and family express their love and gratitude for Ate Jac on her special day.
Kommunikation und PR in Brasilien: Mehr als Rio, Samba und SeleçãoMSL Germany
MSL Germany Whitepaper | Juni 2013
Anstehende Mega-Events wie die Fußball-WM und Olympia rücken Brasilien zunehmend in den Fokus deutscher Unternehmen und Medien. Mit der gestiegenen Bedeutung des Landes verstärken deutsche Unternehmen auch ihr PR-Engagement in Brasilien. Welche Voraussetzungen diese für ihre Kommunikation vorfinden, beschreibt das von MSL Germany herausgegebene Whitepaper, in dem Experten wie Wirtschaftswoche-Korrespondent Alexander Busch und Paulo Andreoli, CEO der brasilianischen Kommunikationsberatung Andreoli MSL, zu Wort kommen.
SBI provided training to Samsung Advanced Institute of Technology (SAIT) to standardize its technology roadmapping processes and formats. SAIT developed over 40 technology roadmaps per year using different processes, with little collaboration between R&D programs. The training taught SBI's proven roadmapping framework to SAIT executives and managers. This would allow SAIT to better align its R&D programs with business needs and improve communication and efficiency.
Cátedra sobre emprendimiento y discapacidad.José María
La inclusión sociolaboral de las personas con discapacidad es el objetivo de esta Cátedra que se propone como meta importante potenciar el empleo de calidad y el autoempleo.
Sin duda, es un instrumento indispensable para enfrentar contingencias meteorológicas, de riesgo sanitario, sismos, incendios, temperaturas extremas
y otras medidas necesarias para proteger a nuestras familias.
The document describes a computer-based workforce training program for Lean Six Sigma. The 12-module program teaches employees Lean processes and Six Sigma methodology through self-paced online training. This allows for rapid and widespread training of employees to build and sustain a Lean culture throughout the organization, even if some experts leave. Contact information is provided for Jim Drewes to obtain more details on the training.
Twilio is the perfect platform to funnel advocacy calls through. It can support tens of thousands of simultaneous calls. However, your target can not.
You can get people engaged about a hot button issue. You can get them angry. You can get them to call their legislator. But they will call right now. Not when the line is free or when the office is open. You'll have thousands of calls that can not get through.
So where do you put all these extra calls?
This session will take you through the challenges of too many people calling, and give you tips and techniques that will benefit you, your callers and your mission. We'll cover Twilio features like voicemail, transcription, failover numbers and call interrupting. We'll see scripts to review your past call logs. We'll end with fun recipes for the leftover calls.
The document summarizes the work of the ICAO Fatigue Risk Management Systems Task Force. It discusses how fatigue has traditionally been managed through flight and duty time limitations, but that a Fatigue Risk Management System (FRMS) provides a more comprehensive and data-driven approach. The Task Force was formed to develop standards and guidance for implementing FRMS to better manage fatigue risks across the aviation industry. It has representatives from states, organizations, operators, and fatigue experts collaborating to provide consensus-based outcomes.
The document discusses disaster recovery for mission critical applications. It notes challenges in ensuring application availability with data growth and budget pressures, while meeting regulatory requirements. It discusses using replication, snapshots, and continuous data protection to reduce recovery point objectives (RPO) from hours to minutes or less. EMC provides integrated solutions using technologies like Data Domain, Avamar, RecoverPoint, and VPlex to automate backup, replication, and recovery for applications.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
The document is a presentation about flight data monitoring (FDM) given to pilots in January 2014. It provides an overview of the history and safety benefits of FDM, as well as current and future technologies. It explains that while FDM is commonly used for commercial flights, general aviation pilots can also benefit from FDM to monitor flight data and identify areas for improvement. The presentation explores different FDM options available to general aviation pilots and their costs.
This document discusses implementing safety management systems (SMS) for small fleet and private operators. It addresses some of the key challenges in doing so, such as scaling traditional SMS systems down to an administratively manage level and determining which elements to prioritize with limited resources. The biggest challenge identified is getting operators to see the need for an SMS in the first place. The presentation provides an overview of SMS and how it differs from traditional safety programs by taking a more proactive, data-driven approach. It offers practical advice on developing SMS policies for small operators, including establishing personal flight limits and duty time policies. Fatigue management is discussed as an important area requiring policy. A just culture policy example is also presented.
The document is a presentation on flight data monitoring (FDM) given by Captain Mike Pilgrim to the IHST Accident Intervention Workshop on March 4th, 2013 in Las Vegas. It discusses the definition and purpose of FDM in improving helicopter safety by proactively identifying and addressing risks through analysis of digital flight data. It provides examples of how FDM can detect unsafe trends and incidents like overtorques on takeoff and potential for dynamic roll-overs.
The document discusses flight data recorders and cockpit voice recorders, also known as black boxes. It describes their history from being first developed in the 1950s to become mandatory equipment on commercial aircraft. It explains that flight data recorders track aircraft performance parameters while cockpit voice recorders record conversations. Modern recorders can store hours of data and audio using crash-resistant solid-state technology and underwater locator beacons help locate the recorders after accidents.
This presentation discusses the flight data recorder (FDR), also known as the black box. The FDR records aircraft performance parameters and is located in the tail. It records data that is used to investigate accidents and analyze aircraft safety. The FDR has several cards that regulate parameters like CPU, analog, discrete and frequency. It also contains an underwater locator beacon that transmits a signal if the plane crashes in water to help with locating the FDR.
Introduction to Global Helicopter Flight Data MonitoringIHSTFAA
This document summarizes a presentation given at the Helitech International 2014 conference on Helicopter Flight Data Monitoring (HFDM). The presentation discusses the basics of HFDM, including its definition as the proactive use of digital flight data to improve aviation safety. Two case studies are presented: one involving an approach deviation identified through HFDM data analysis not an air safety report, and another involving expedited approaches resulting in high rates of descent. Solutions discussed include modifying ATC requests and crew responsibility during approaches. The Global HFDM Steering Group vision is the routine use of HFDM in a just culture to improve helicopter safety.
El Colegio Centenario es una institución ubicada en el centro histórico de Trujillo, Perú que ofrece 14 especialidades técnicas. Fue fundado en 1918 gracias al testamento de Marcial Acharan que dejó su fortuna para la educación técnica de los hijos del proletariado de Trujillo. El colegio ha celebrado varios aniversarios y participado en concursos y eventos regionales a lo largo de su historia.
El documento presenta una propuesta de proyecto institucional utilizando el modelo TPACK para abordar la problemática de la falta de participación de padres y alumnos en proyectos relacionados con el cuidado del medio ambiente. La propuesta consiste en crear un programa de radio escolar utilizando herramientas TIC para concientizar sobre este tema e invitar a la comunidad a participar de acciones concretas.
This document is a collection of birthday messages for Ate Jac from family and friends, wishing her a happy birthday and thanking her for being a godly woman, faithful wife, loving mother, and encouragement to others through her example and kindness. Many praise Ate Jac for her strength, wisdom, and dedication to her family and faith in serving God above all things. Friends and family express their love and gratitude for Ate Jac on her special day.
Kommunikation und PR in Brasilien: Mehr als Rio, Samba und SeleçãoMSL Germany
MSL Germany Whitepaper | Juni 2013
Anstehende Mega-Events wie die Fußball-WM und Olympia rücken Brasilien zunehmend in den Fokus deutscher Unternehmen und Medien. Mit der gestiegenen Bedeutung des Landes verstärken deutsche Unternehmen auch ihr PR-Engagement in Brasilien. Welche Voraussetzungen diese für ihre Kommunikation vorfinden, beschreibt das von MSL Germany herausgegebene Whitepaper, in dem Experten wie Wirtschaftswoche-Korrespondent Alexander Busch und Paulo Andreoli, CEO der brasilianischen Kommunikationsberatung Andreoli MSL, zu Wort kommen.
SBI provided training to Samsung Advanced Institute of Technology (SAIT) to standardize its technology roadmapping processes and formats. SAIT developed over 40 technology roadmaps per year using different processes, with little collaboration between R&D programs. The training taught SBI's proven roadmapping framework to SAIT executives and managers. This would allow SAIT to better align its R&D programs with business needs and improve communication and efficiency.
Cátedra sobre emprendimiento y discapacidad.José María
La inclusión sociolaboral de las personas con discapacidad es el objetivo de esta Cátedra que se propone como meta importante potenciar el empleo de calidad y el autoempleo.
Sin duda, es un instrumento indispensable para enfrentar contingencias meteorológicas, de riesgo sanitario, sismos, incendios, temperaturas extremas
y otras medidas necesarias para proteger a nuestras familias.
The document describes a computer-based workforce training program for Lean Six Sigma. The 12-module program teaches employees Lean processes and Six Sigma methodology through self-paced online training. This allows for rapid and widespread training of employees to build and sustain a Lean culture throughout the organization, even if some experts leave. Contact information is provided for Jim Drewes to obtain more details on the training.
Twilio is the perfect platform to funnel advocacy calls through. It can support tens of thousands of simultaneous calls. However, your target can not.
You can get people engaged about a hot button issue. You can get them angry. You can get them to call their legislator. But they will call right now. Not when the line is free or when the office is open. You'll have thousands of calls that can not get through.
So where do you put all these extra calls?
This session will take you through the challenges of too many people calling, and give you tips and techniques that will benefit you, your callers and your mission. We'll cover Twilio features like voicemail, transcription, failover numbers and call interrupting. We'll see scripts to review your past call logs. We'll end with fun recipes for the leftover calls.
The document summarizes the work of the ICAO Fatigue Risk Management Systems Task Force. It discusses how fatigue has traditionally been managed through flight and duty time limitations, but that a Fatigue Risk Management System (FRMS) provides a more comprehensive and data-driven approach. The Task Force was formed to develop standards and guidance for implementing FRMS to better manage fatigue risks across the aviation industry. It has representatives from states, organizations, operators, and fatigue experts collaborating to provide consensus-based outcomes.
The document discusses disaster recovery for mission critical applications. It notes challenges in ensuring application availability with data growth and budget pressures, while meeting regulatory requirements. It discusses using replication, snapshots, and continuous data protection to reduce recovery point objectives (RPO) from hours to minutes or less. EMC provides integrated solutions using technologies like Data Domain, Avamar, RecoverPoint, and VPlex to automate backup, replication, and recovery for applications.
Jet Airways was founded in 1992 by Naresh Goyal and began operations in 1993. It received scheduled airline status in 1995 and went international in 2004. Problems in the early 2000s included a loss of staff and passengers due to the post-9/11 climate and increased competition from Air Sahara. While Goyal's leadership helped build Jet Airways, his hands-on management style began to hinder growth. By focusing on cost cutting over innovation, Jet lost its competitive edge and brand identity, becoming vulnerable to competitors like Air Sahara. However, Jet Airways rebounded in 2008 with fleet expansion plans and international code-sharing agreements, aiming to connect cities like Mumbai and Shanghai.
AGS 2012 Portfolio - Presentation in EnglishAGS Aerohoses
AGS was founded in 1993 in Brazil and operates as a manufacturer and commercial representative for aerospace parts. It has factories and sales offices in Brazil and a logistics base in the US. AGS supplies parts for aircraft programs from Embraer and others and is certified under ISO, ANAC, and other standards. It represents major suppliers like Parker, Voss, and Saf-Air.
The document discusses how analytics can open new dimensions in maintenance. It notes that production and manufacturing companies face challenges around small margins, aging equipment and workforce, low capital investments, and knowledge transfer. Asset performance management requires continuous improvement in both efficiency and effectiveness. The document outlines a maintenance maturity roadmap focusing on execution efficiency and asset performance, with the most advanced levels involving predictive and performance-based maintenance.
The document discusses implementing a Scrum methodology for an Aras Innovator project, outlining Scrum concepts like product backlogs, sprints, and meetings and how they apply to modeling requirements, designing solutions, and delivering product increments in Aras. It emphasizes best practices like accurate use cases, prioritization, prototypes for validation, and result presentations.
Implementing an effective Electronic CAPA Management SystemLornae
For all organisations who are required to manage their CAPA processes to maintain regulatory compliance, and who are struggling with a manual paper-based system. This informative presentation will cover:-
-Regulatory requirements for CAPA
-Elements of effective CAPA systems
-How and why your CAPA processes should integrate with other compliance activities
-Benefits of implementing an electronic CAPA management system 'v' a manual one
[En] Air France client case: e-reputation projectAkio
Focus on the real-life case study E-reputation for Air France, a company that is innovative in their use of social media, following conversations in order to better understand their clients who express themselves spontaneously on blogs, forums, advice websites, Twitter, Facebook etc.
http://spotter.com/
The document discusses safety metrics and scorecards. It defines key terms like metrics, indicators, and measures. It explains the differences between leading and lagging metrics, and process and outcome metrics. Examples are provided of metrics that measure activities, processes, outputs and outcomes. The document also discusses developing a balanced scorecard for safety with metrics in areas like customers, internal processes, learning and growth, and financials. The expected outcomes are to understand the differences between indicators and measures, and process and leading metrics, as well as to see examples of process metrics and a safety balanced scorecard.
Innovating in simulation architectures for Naval Warfare Training & SimulationJose Carlos Diaz
HLA, since its inception, has been a great success for interoperating simulators although its adoption in real time simulations has been more limited.
The OMG DDS (Data Distribution Service) standard has been specifically designed to be applied in large critical distributed systems and federations of systems-of-systems. Some of the most prestigious organizations around the word have recommended or even mandated its use. NADS has adopted DDS for the foundations of SIMWARE: a disruptive high-performance Simulation middleware. In this paper it is presented one of the use cases where SIMWARE adds great value; in Naval Training & Simulation.
Nowadays almost all of the most advanced Navies of the world are concerned about how to reduce costs of training their crews. Most of surface forces train both at sea and on shore, but seem to prefer at sea training in practice.
A number of exercises could be conducted in port using LVC simulation, possibly at lower cost. But today, there are few training exercises with equivalencies in simulators. Even these equivalencies are only for a small part of all typical mission areas. An important stopper is the complexity of the simulation interoperability technology.
Get to know Globe Testing in 15 minutes.
Testing services around Functional, Performance, Security and ALM (application lifecycle management) can be found in this presentation.
Globe Testing is a software testing and consulting company focused on functional, performance, security, and monitorization testing. They provide nearshore testing services through a pool of consultants in Madrid and help clients improve their application development lifecycles through testing, coaching, and ALM tool support. The presentation provides a high-level overview of Globe Testing's services in 15 minutes.
Similar to Flight Data Monitoring, Risk, and Protecting Assets (12)
2017 Heli-Expo: IHST Worldwide Helicopter Partners Media BriefingIHSTFAA
The document outlines the agenda for an IHST Regional Partners Panel meeting focused on helicopter safety. The agenda includes presentations on helicopter safety performance and initiatives in various countries, a summary and action planning session, and a question and answer period. Safety data shows a decline in total and fatal helicopter accidents between 2013-2016 in 50 countries, though challenges remain in some regions like Brazil and the CIS. Key safety practices like safety management systems, training, health and usage monitoring systems, and flight data monitoring have been applied unevenly worldwide. Continued promotion of safety practices is needed to further reduce accidents.
The document summarizes helicopter safety initiatives presented at an IHST regional partners panel meeting in Dallas, Texas. Representatives from several countries including New Zealand, Canada, Europe, India, Mexico, Brazil, and the United States discussed helicopter safety performance and improvement efforts in their respective regions. The agenda outlined presentations on regional helicopter fleets, accident trends, ongoing safety programs, and recent developments to enhance safety culture and regulations.
2017 Heli-Expo - "What the FRAT?" Helicopter Risk Analysis ToolIHSTFAA
This document provides information about a Flight and Ground Risk Analysis Tool (FRAT/GRAT). It discusses the key elements that should be included in a FRAT/GRAT, such as factors related to the pilot, aircraft, environment, and external pressures. It also describes how to determine a risk score and what to do based on the score, such as mitigating risks for a yellow score or cancelling a flight for a red score. Finally, it discusses how a FRAT/GRAT fits within an organization's Safety Management System and regulatory requirements for its use.
2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).IHSTFAA
The document summarizes research being conducted by the Federal Aviation Administration (FAA) on enhancing helicopter safety through the use of advanced vision systems. The FAA is exploring concepts of operations that would allow helicopters to fly in lower visibility conditions using technologies like enhanced vision systems, synthetic vision systems, and computer vision systems. Through flight testing and simulation, the FAA aims to quantify the human and safety benefits of these systems, determine required visual references, and enable revisions to regulations and guidance to increase the use of instrument flight rules for helicopters. Industry partners are collaborating with the FAA on sensor characterization, display evaluation, and experimental design.
This document summarizes a presentation given to the Rotor Safety Challenge Session at HeliExpo 2017 about the FAA's Helicopter Flight Data Monitoring (HFDM) research for the Aviation Safety Information Analysis and Sharing (ASIAS) program. The research aims to develop analytical tools to analyze flight data from rotorcraft to proactively identify safety issues. Key areas of research include defining safety metrics for rotorcraft, analyzing flight data with enhanced helicopter performance models, and using data mining techniques to detect anomalies and phase of flight safety events. The goal is to help reduce the helicopter fatal accident rate through voluntary data sharing and analysis within ASIAS.
This document summarizes a presentation given to the Utilities, Patrol, and Construction Committee (UPAC) at HeliExpo 2017 by Shawn Hayes from the Federal Aviation Administration (FAA). The presentation covered accident data analysis and trends in the U.S. helicopter industry, the FAA's efforts through the U.S. Helicopter Safety Team (USHST) to reduce accidents, and restrictions on operating restricted category helicopters. Key points included that loss of control inflight, unintended flight into instrument conditions, and low altitude operations accounted for over 50% of 104 fatal helicopter accidents from 2009-2013. The FAA has been evaluating these accident categories and will develop safety enhancements focused on the top industries. The
2017 Heli-Expo - The Super Hero Helicopter PilotIHSTFAA
The document discusses developing a "Pro Pilot Course" for training helicopter pilots from the beginning of their training. It proposes selecting candidates through aptitude testing and integrating simulators early on to teach procedures and emergencies. The training would alternate integrated ground and flight lessons incorporating concepts like crew resource management, safety management systems, threat and error management, and airmanship. It suggests using generic helicopters and simulators to teach skills. The goal is to immerse trainees in a safety culture from day one to help achieve the ultimate vision of zero accidents.
2017 Heli-Expo - Intro to Helicopter Just CultureIHSTFAA
This document provides an introduction to Just Culture and its key principles. It defines Just Culture as a system of shared accountability where organizations are accountable for the systems they design and how they respond to employee behaviors. It focuses on system design and management of behavioral choices rather than outcomes. The document outlines the three types of human behaviors - human error, at-risk behavior, and reckless behavior. It provides guidance on how organizations should respond to each type through consulting, coaching, or punitive actions depending on the behavior. The goal of Just Culture is to have a fair and just system where human fallibility is acknowledged and the focus is on continuous learning and improvement.
2017 Heli-Expo - The Reality of Aeronautical KnowledgeIHSTFAA
This document summarizes a training course on helicopter safety perspectives using accident data analysis. It introduces the instructor and provides an overview of the course objectives, which are to help pilots gain operational safety awareness, review accidents from an aeronautical knowledge perspective, and develop an awareness of perspective. The document outlines topics that will be covered, including a discussion of loss of control accidents categorized by occurrence. It presents charts analyzing accident data by occurrence category and flight phase. Case studies of specific loss of control accidents are also summarized. The document recommends that training and safety management interventions are needed to address human factors causes commonly seen in loss of control accidents.
This document provides guidance on requesting and coordinating helicopter medical evacuation missions. It discusses typical scenarios, identifying the location, preparing the landing area, receiving the helicopter, and considerations from the pilot's perspective. The key aspects covered are:
1. Requesting crucial information such as accurate coordinates, visibility, clouds, wind conditions and nearby landing areas.
2. Preparing a clear, obstacle-free landing zone at least 25x25 meters and removing any hazards like power lines, loose objects or people.
3. Receiving the helicopter by making yourself visible with lights, flares or signals and protecting yourself from rotor wash.
4. Understanding what pilots see on approach to identify potential obstacles or unsafe conditions
HeliExpo 2015: Training . . . A Safety VaccinationIHSTFAA
This document discusses using training as a "vaccination" for safety culture. It uses the example of the MMR vaccine eliminating measles, mumps, and rubella through widespread vaccination. Similarly, training can help establish a strong safety culture by vaccinating organizations with the following:
1. Initial/ab initio training that teaches standards and procedures using a Safety Management System.
2. Recurrent training that reinforces standards and reviews risks.
3. Mission-specific training for specialized equipment and high-risk operations.
Widespread, consistent training can help eradicate accidents just as vaccines eliminate diseases, but only if all organizations and individuals participate in the training process.
Instrument Proficiency in Helicopter PilotsIHSTFAA
The presentation discusses the importance of instrument proficiency for helicopter pilots. It aims to encourage pilots to improve their instrument skills by leaving feeling motivated to spend more time training under instrument conditions. The presentation covers various challenges pilots may face with instrument flying and provides best practices for approaches, such as using standardized briefings and procedures. It also proposes forming an "Operation Cloud-Bound Club" to provide monthly instrument training challenges and goals for pilots.
How the Law of Primacy Wrecks Helicopter Pilot ConfidenceIHSTFAA
The document discusses autorotations, which refers to a helicopter maneuver where the helicopter loses engine power and the pilot must control the descent and landing using only the airflow and inertia of the main rotor. It notes that perceptions and startle reflexes can negatively impact pilot confidence during autorotations. It provides tips for alleviating anxiety around autorotations, including thorough preflight preparations, risk management practices like maintaining high transitional altitudes, and using techniques like the RATS autorotation scanning acronym. Resources for additional training are also listed.
The document discusses several major accidents and disasters and how they revealed deficiencies in safety culture. It outlines key aspects of safety culture including leadership, employee selection, policy/procedure, just culture, symbols/rituals, and training. A strong safety culture requires aligning these aspects to establish safety as a core value through leaders' actions, just treatment of errors, and ongoing socialization of all employees. Measuring safety culture helps organizations determine where improvements are still needed.
Analysis and Importance of Helicopter Accident ReportsIHSTFAA
This document provides an overview of loss of control accidents, which accounted for 41% of the 523 accidents studied. It examines specific loss of control occurrence categories like performance management, dynamic rollover, exceeding operating limits, emergency procedures, and loss of tail rotor effectiveness. Standard problem statements are given for the most common loss of control issues as well as intervention recommendations focused on training and safety management. Accident narratives are then presented to illustrate different loss of control scenarios. The goal is to use this analysis of real accidents to provide pilots with perspective on aeronautical knowledge and decision making beyond what is covered in typical flight manuals.
Helicopters: My Type A is Better Than YoursIHSTFAA
This document outlines topics that were discussed in a meeting about safety issues in the helicopter industry. The meeting used a debate format to discuss controversial topics related to following rules and regulations. Some of the topics covered included the use of personal electronic devices in the cockpit, conducting flight risk assessments, implementing safety management systems, managing fatigue risk for maintenance workers, and adhering to standard operating procedures. Both sides of each issue were presented over a 4 minute time limit to generate discussion.
1. The document discusses various human factors that can lead to accidents in aviation, such as distraction, time pressure, and misperceptions.
2. It analyzes data on 523 helicopter accidents between 2000 and 2006, finding that the majority occurred during the enroute phase of flight and most involved emergency medical services.
3. Maintaining situational awareness, effective crew resource management, and understanding human tendencies towards error are emphasized as important for safety.
Rex Alexander presented on HEMS accidents from 1983-2013. There were 247 total accidents reported to the NTSB, with 61 (25%) related to weather. Weather-related accidents resulted in fatalities 58% of the time compared to 33% for all accidents. The presentation argued for improving the HEMS Weather Tool to provide pilots with more accurate and localized weather data, which could help reduce accidents and aborts related to weather uncertainties. It provided historical details on the development of the HEMS Weather Tool and recommendations to transition it to an operational system by increasing the number of weather stations reporting to it.
IHST Safety Resources for Helicopter Pilots and OperatorsIHSTFAA
The International Helicopter Safety Team (IHST) was created in 2006 with the goal of reducing worldwide civil helicopter accidents by 80% by 2016. With over 500 volunteers from 28 countries, IHST analyzes accident data to determine causes and develops safety tools like toolkits, bulletins, fact sheets and leaflets focused on improving safety culture and reducing accidents related to loss of control, visibility issues, and other frequent causes. IHST has helped reduce the average number of accidents per year since its inception and provides various products on its website and social media to promote safer helicopter operations worldwide.
Opening: GutenmorgenmeineDamen und Herren, und vielen dank für die Gelegenheit zu Präsentieren ihnen heute.Es tut mir leid, aber mein Deutsch ist sehr rostig, so werde ich meine Präsentation in englischer Sprache geben
Today I will speak about Risk Management, Flight Data Monitoring and Protecting your assets.I have a passion for Safety in aviation, so my presentation is to highlight the value and cost benefit of implementing an FDM programme.To put this all in context, I’m going to start with a couple of quotes…And probably a couple of familiar graphics
Unfortunately, it doesn’t always work out that way.Excerpt from an NTSB report – it doesn’t matter which accidentThis is not a-typicalThe big question is: Do you think that this is the first time any of these situations has arisen with this particular crew?But Oh.. You say… we have a great safety reporting culture. The crew would tell us if they have problems….March 29, 2001, about 1901:57 mountain standard timeGulfstream III, N303GA, owned by Airbourne Charter, Inc., and operated by Avjet Corporation of Burbank, California, crashed while on final approach to runway 15 at Aspen-Pitkin County Airport (ASE), Aspen, Colorado.
So where’s the problem…In fact - Two-thirds of all fatal accidents involved a flight crew related primarycausal factorand 7% involved an aircraft related primarycausal factor.Three-quarters of all fatal accidents involved at least one flight crew related causal factor and 42% involved at least one aircraft related causal factor.So what’s going on up there?UK CAA, CAP 776
OK… maybe not always, and maybe not as complete a picture as we would likePatrick Hudson, Professor at Delft University, estimated some years ago that 75% of “events” go unreportedAnd that’s just the reactive stuff.We’re pretty good at reporting things that others noticed, or definitely will notice, But not so good where we either don’t think it’s important, or maybe when we don’t think we’ll get caught messing up.And of course there are the issues that the pilots did not detect.An example: One RW pilot flying offshore did not know he was close to Vortex Ring until the Flight Data Analyst asked him to review the flight. He turned white as a ghost.
That interaction between the flight crew and the technology is what this is all aboutYou only have 3 main levels. Most of those holes we talk about are at the top end of the model.This is closer to the truth as it is the organisation that has the resources to make or block these holes.If the organisation does it’s job, and the technology is appropriate and cared forThe people have many fewer holes to block.Much more effective in preventing an accident than having all the holes being blocked by the peopleThe heros… the ones that work against all odds to prevent an accident or recover from one that could have been much worseWe can’t leave it to the last resort – we have to get proactive.
Aircraft in motion represents the greatest hazard faced by an operation.And each of the threats firing arrows at your swiss cheeseIn between the “unwanted event” – in this case Loss of Separation – are the controls – the holes in the swiss cheese.If these controls fail, and you get to the unwanted event, you require recovery procedures to avoid catastropheThe yellow – a baaaad situation, such as: inadvertent IMC Or the worst - The red: Airborne contact with opposing trafficCLICK: Here I’ve circled all those threats and controls that are dependant on the flight crew having the resources (tools, training, equipment, wide awake, etc.) and the ability to do their job well
There are 2 tools for gathering operational flight data:Safety ReportingFlight Data MonitoringOf these two tools, only FDM is comprehensive and quantifiable.You get everything that the aircraft is capable of recording
Safety Reporting is important..You get real and valuable information, not to mention the 2-way communication you get with staff. Extremely important and I could do an entire presentation on its merits and the benefit to the SMSBut this presentation is about FDM… although we’ll see later how the 2 are relatedNow the real question – is do we get all the information we need this way?
Human beings, the technology they operate, and the organisation they work within, are the three sets of factors likely to be “implicated in breaching defenses put in place to avoid accidentsAnd how do accidents happen?
And to manage risk, ICAO says:“it must be data-driven and involve constant monitoring to either eliminate or reduce the risk to as low as reasonably practicable
ICAO further requires that the data collected is systematic, cover all areas of the operation and have the ability measure the results of the controls put in place to control that risk.And finally… the focus must first be on the highest risk.And what is that?
Flight Operations
And how much information do we have?Ah yes. But we get flight safety reports. Pilots put an ASR in whenever something goes wrongWe know of all the mistakes, errors, technical faults, whenever they don’t quite stick to SOPs…Right?So it makes sense to ensure we have data that is:SystematicCover all areasHave the ability to measure the resultsAnd most importantly – be able to focus on the area of highest riskAnd what is that?
There are 2 tools for gathering operational flight data:Safety ReportingFlight Data MonitoringOf these two tools, only FDM is comprehensive and quantifiable.You get everything that the aircraft is capable of recording
The data collected on the Super Puma tells you a lotHow the aircraft reacted and interacted with the controlsHow the PIC reactedThe resulting ASR and investigation will add to the quantifiable data withhow the crew (no pax) got out, with only one minor injuryinvestigation and report would tell you the about the Ground run after maintenanceNow the problem with this one, is that FDM was installed, but as it was a maintenance run, there was not PCMCI card in the Quick Access Recorder, so no operational data could be collected.The bottom picture has an FDR, and in this situation you would pull the data for the investigationNow neither of these situations are unique, and as both are “accidents”, they are investigatedBut what if it was a close call - landing late, unstable approach, malfunction, or in the case of the SuperPuma – a gust of wind on a top heavy helicopter just makes the one wheel lift up a bit… Incidentally – a large investigation quite a number of years ago using recorded flight data CLICK: (due to “this event”) determined how to avoid a roll over in the super puma. It’s unfortunate that history continues to repeat itself in various waysOne: in business ops you may not know it ever happened – that wonderful “what happens in Vegas stays in Vegas”Second, you cannot routinely analyse the precursers. One commercial airline Safety Manager told me rather cynically that “we never had an unstable approach until we put FDM in place”.So you want robust informationYes – to hold individuals accountable for their actionsBut also to give them the tools to improve their performanceAs well as the overall performance of the operation through training, procedures, and awareness.
That interaction between the flight crew and the technology is what this is all aboutYou only have 3 main levels. Most of those holes we talk about are at the top end of the model.This is closer to the truth as it is the organisation that has the resources to make or block these holes.If the organisation does it’s job, and the technology is appropriate and cared forThe people have many fewer holes to block.Much more effective in preventing an accident than having all the holes being blocked by the peopleThe heros… the ones that work against all odds to prevent an accident or recover from one that could have been much worseWe can’t leave it to the last resort – we have to get proactive.
The goodthe badand the uglyNow the “bad” is a screenshot where one of these 2 fire-fighters posted themselves on FacebookAnd another client sent it off to a gentleman named Paul Spring, owner of Phoenix HeliFlight and this aircraft.Paul has graciously given me free license to use his material – and he uses it himself for presentations such as thisThe pilot was a contractor who will no longer work for Phoenix HeliflightAs Paul says… The individuals on the skids were willing participants and maybe even instigatorsso Phoenix uses these photos during training to educate Pilots and Firefighters of the consequences.Phoenix’s HFDM equipment includes cockpit voice and video recorders, the presence of which may have discouraged any thought of such a reckless & stupid actNow… incidentally, as you’re by now thinking I’m ignoring the “Good guys”This is not true. Much can be learned about good SOPs from the guys that do things right in difficult situations.But more about that in a minute.Pilot: R.G. (full time employee)• 2,099 PIC Single Engine R/W & F/W• On July 22, 2007 our AS350 BA was returning to home base after a day of Initial Attack standby. The pilot with his crew of 4woodland firefightersonboard had been in level cruise at 1000 feet AGL for 20 minutes when the helicopter descendedabruptly……. 1 person dead & his family devastated• 4 persons injured• 1 helicopter destroyed• The company’s reputation threatened• With the pilot’s testimony the Transportation Safety Board of Canada concluded that the helicopter was flown into“servo transparency” following a “sudden high speed descent”.The TSB final report stated “It was reported that the pilot had previously flown in a similar manner on other flights whentransiting between bases, with sudden climbs, descents, and pull-ups. Some of the passengers reportedly were discomfortedby the maneuvers; however, no complaints were submitted to the management at ASRD or Phoenix Heli-Flight”.• The helicopter involved had no HFDMrecorder so if everyone had died, the causemay have been ‘undetermined’.
FW: Exceedance of control limits – control surface or structural damageControl surface and structural damage due to exceedance of control limitsExceeding engine temperature ratio