The document summarizes the 2009 "Miracle on the Hudson" incident where US Airways Flight 1549 was forced to land in the Hudson River after experiencing a bird strike that disabled both engines. It discusses how the pilot Sullenberg's decision to land in the river rather than attempt to return to an airport was aided by the airline's culture of collective mindfulness and safety practices like crew resource management training. This culture emphasized preoccupation with failure, sensitivity to operations, commitment to resilience, and deference to expertise, which helped the pilot and crew successfully evacuate all 150 passengers without any loss of life. The document attributes the major improvements in aviation safety over decades to such safety culture practices rather than any "miracles".
US Airways Flight 1549 (AWE1549; Callsign: CACTUS 1549) was an Airbus A320-214 on a ... The incident came to be known as the "Miracle on the Hudson", and Captain Sullenberger and the crew were hailed as heroes.
Insights from David Alexander ICAO AVSEC Pm and General Manager: AVSEC at Professional Aviation Security on current aviation security challenges including recent airport attacks and providing some possible practical solutions
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
US Airways Flight 1549 (AWE1549; Callsign: CACTUS 1549) was an Airbus A320-214 on a ... The incident came to be known as the "Miracle on the Hudson", and Captain Sullenberger and the crew were hailed as heroes.
Insights from David Alexander ICAO AVSEC Pm and General Manager: AVSEC at Professional Aviation Security on current aviation security challenges including recent airport attacks and providing some possible practical solutions
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
This is from a webinar presented by Embry-Riddle Aeronautical University-Worldwide called “General Aviation Security.” The presenter is Dr. Daniel Benny.
Security has been a big issue for civil aviation for decades. Airports and aircrafts are susceptible targets for terrorist attacks. The list of incidents is extensive and gets longer every year despite strict security measures.
Aviation has become the backbone of our global economy bringing people to business, tourists to vacation destinations and products to markets.
Statistically flying remains the safest mode of travelling compared to other modes of transportation. Yet significant threat continues to exist. Terrorists and criminals continue in their quest to explore new ways of disrupting air transportation and the challenge to secure airports and airline assets remain real. This calls for greater awareness of security concerns in the aviation sector.
“Protecting this system demands a high level of vigilance because a single lapse in aviation security can result in hundreds of deaths, destroy equipment worth hundreds of millions of dollars, and have immeasurable negative impacts on the economy and the public’s confidence in air travel.”
—Gerald L. Dillingham, United States General Accounting Office, in testimony before the Subcommittee on Aviation, Committee on Commerce, Science, and Transportation, U.S. Senate, April 6, 2000.
This is a presentation I put together to illustrate the policies and procedures one should complete in order to make a successful flight from a cabin perspective.
FAA HUMAN FACTOR IN AVIATION MAINTENANCE HF MROAmnat Sk
This manual is in response to the industry’s requests for a simple and manageable list of actions to implement a Maintenance Human Factors (MHF) program. A panel of experts selected the following six topics for such a program to be successful:
Event Investigation
Documentation
Human Factors Training
Shift/Task Turnover
Fatigue Management
Sustaining & Justifying an HF Program
For each of the six topics that contribute to the success of any MHF program, this manual offers the following:
Why is the topic important?
How do you implement it?
How do you know it is working?
Key references
Like any good operator’s manual, this document tells you what to do without excessive description of why you should do it. This manual recognizes you already know the importance of Human Factors. For detailed information, see the “Key References” at the end of each topic.
The selected six topics are critical because they are based on operational data and practical experience from the US and other countries. Transport Canada (TC), United Kingdom Civil Aviation Authority (UK CAA), and the European Aviation Safety Agency (EASA) regulations contributed to this manual. The steps are derived from a panel of ten industry and government contributors who have worked in aviation maintenance for an average of twenty-five years and in MHF for fifteen years. The contributors characterized these six topics and related steps as “information they wish they had known 15 years ago.”
These straightforward suggestions provide the key components for implementing a successful MHF program that will benefit your company, business partners, external customers, and the entire industry. Information is presented in summary bullets as follows:
These are six topics, from many, that a MHF program may consider.
Topics are not necessarily in order of importance, except that the data obtained from Event Investigation (Section 1) provide the foundation for many Human Factors activities.
You may implement any or all of the topics, however, they should be coordinated.
Your MHF activity should be based on the identified requirements and resources of your organization.
You are encouraged to supplement this Operator's Manual with additional references.
This document satisfies the industry request for a short and straightforward list of important actions.
Mahmoud Alhujayri Professor WesemannAV 4720 03172017.docxsmile790243
Mahmoud Alhujayri
Professor Wesemann
AV 4720
03/17/2017
Article Analysis 3
The article titled Safety Regulation: Crackdown on Fatigue authored and published by Flight Safety Foundation on its website on 7th April 2011 describes one of the flight safety rules established by the U.S. Federal Aviation Administration (FAA) recently. As explained in the article, the FAA established the rule in response to recommendations made by the National Transportation Safety Board (NTSB) after the Aloha airline flight 243 incident. The incident, which occurred on April 28, 1988, involved Boeing 737-200 that was operated and owned by Aloha Airlines Inc. The aircraft was heading to Honolulu from Hilo in Hawaii when it experienced structural failure and explosive decompression. Consequently, the aircraft made an emergency landing on the ground. On board were six crew members and 89 passengers (Flight Safety Foundation, 2011). Although the aircraft was damaged, only one crew member died. Seven passengers and one crew member sustained serious injuries. After investigations, it was noted that accident was caused by the failure by the aircraft's maintenance program to detect fatigue. Eventually, the fatigue led to widespread fatigue damage (WFD). As explained in the article authored by the flight safety foundation, the NTSB made a recommendation to the FAA to ensure that aircraft have effective maintenance programs and to make continuous surveillance of those programs. In response, the FAA made a rule that requiring the establishment of an inspection program for airplanes of transport category (Flight Safety Foundation, 2011). The program was meant to determine the probability of WFD occurring before “limit of validity” (LOV). The article also contains brief information about other aircrafts that have been damaged by WFD and an explanation of how LOV would be determined.
The content of the article is related to the topic of flight safety since it concentrates on the step that was taken by FAA to enhance aviation safety through conducting a thorough inspection of aircrafts to determine whether they are at the risk of getting damaged by WFD before the end of their LOV. Applying the rule would help to reduce accidents that are caused by WFD. Despite the fact that the article is very relevant, it does not cover many things related to flight safety. For instance, the issue of flight safety when landing is very paramount. Another important issue relates likelihood of carrying passengers with communicable diseases, such as avian influenza. Safety from attack by terrorists is still a major issue that affects the aviation industry today. Other important issues that influence flight safety include weather situation awareness, airspace infringement, fuel management and cabin crew fatigue. Questions related to the topics mentioned above ought to be covered. Despite not covering those issues, the article will be very useful. The content of the article will be used as an e ...
This is from a webinar presented by Embry-Riddle Aeronautical University-Worldwide called “General Aviation Security.” The presenter is Dr. Daniel Benny.
Security has been a big issue for civil aviation for decades. Airports and aircrafts are susceptible targets for terrorist attacks. The list of incidents is extensive and gets longer every year despite strict security measures.
Aviation has become the backbone of our global economy bringing people to business, tourists to vacation destinations and products to markets.
Statistically flying remains the safest mode of travelling compared to other modes of transportation. Yet significant threat continues to exist. Terrorists and criminals continue in their quest to explore new ways of disrupting air transportation and the challenge to secure airports and airline assets remain real. This calls for greater awareness of security concerns in the aviation sector.
“Protecting this system demands a high level of vigilance because a single lapse in aviation security can result in hundreds of deaths, destroy equipment worth hundreds of millions of dollars, and have immeasurable negative impacts on the economy and the public’s confidence in air travel.”
—Gerald L. Dillingham, United States General Accounting Office, in testimony before the Subcommittee on Aviation, Committee on Commerce, Science, and Transportation, U.S. Senate, April 6, 2000.
This is a presentation I put together to illustrate the policies and procedures one should complete in order to make a successful flight from a cabin perspective.
FAA HUMAN FACTOR IN AVIATION MAINTENANCE HF MROAmnat Sk
This manual is in response to the industry’s requests for a simple and manageable list of actions to implement a Maintenance Human Factors (MHF) program. A panel of experts selected the following six topics for such a program to be successful:
Event Investigation
Documentation
Human Factors Training
Shift/Task Turnover
Fatigue Management
Sustaining & Justifying an HF Program
For each of the six topics that contribute to the success of any MHF program, this manual offers the following:
Why is the topic important?
How do you implement it?
How do you know it is working?
Key references
Like any good operator’s manual, this document tells you what to do without excessive description of why you should do it. This manual recognizes you already know the importance of Human Factors. For detailed information, see the “Key References” at the end of each topic.
The selected six topics are critical because they are based on operational data and practical experience from the US and other countries. Transport Canada (TC), United Kingdom Civil Aviation Authority (UK CAA), and the European Aviation Safety Agency (EASA) regulations contributed to this manual. The steps are derived from a panel of ten industry and government contributors who have worked in aviation maintenance for an average of twenty-five years and in MHF for fifteen years. The contributors characterized these six topics and related steps as “information they wish they had known 15 years ago.”
These straightforward suggestions provide the key components for implementing a successful MHF program that will benefit your company, business partners, external customers, and the entire industry. Information is presented in summary bullets as follows:
These are six topics, from many, that a MHF program may consider.
Topics are not necessarily in order of importance, except that the data obtained from Event Investigation (Section 1) provide the foundation for many Human Factors activities.
You may implement any or all of the topics, however, they should be coordinated.
Your MHF activity should be based on the identified requirements and resources of your organization.
You are encouraged to supplement this Operator's Manual with additional references.
This document satisfies the industry request for a short and straightforward list of important actions.
Mahmoud Alhujayri Professor WesemannAV 4720 03172017.docxsmile790243
Mahmoud Alhujayri
Professor Wesemann
AV 4720
03/17/2017
Article Analysis 3
The article titled Safety Regulation: Crackdown on Fatigue authored and published by Flight Safety Foundation on its website on 7th April 2011 describes one of the flight safety rules established by the U.S. Federal Aviation Administration (FAA) recently. As explained in the article, the FAA established the rule in response to recommendations made by the National Transportation Safety Board (NTSB) after the Aloha airline flight 243 incident. The incident, which occurred on April 28, 1988, involved Boeing 737-200 that was operated and owned by Aloha Airlines Inc. The aircraft was heading to Honolulu from Hilo in Hawaii when it experienced structural failure and explosive decompression. Consequently, the aircraft made an emergency landing on the ground. On board were six crew members and 89 passengers (Flight Safety Foundation, 2011). Although the aircraft was damaged, only one crew member died. Seven passengers and one crew member sustained serious injuries. After investigations, it was noted that accident was caused by the failure by the aircraft's maintenance program to detect fatigue. Eventually, the fatigue led to widespread fatigue damage (WFD). As explained in the article authored by the flight safety foundation, the NTSB made a recommendation to the FAA to ensure that aircraft have effective maintenance programs and to make continuous surveillance of those programs. In response, the FAA made a rule that requiring the establishment of an inspection program for airplanes of transport category (Flight Safety Foundation, 2011). The program was meant to determine the probability of WFD occurring before “limit of validity” (LOV). The article also contains brief information about other aircrafts that have been damaged by WFD and an explanation of how LOV would be determined.
The content of the article is related to the topic of flight safety since it concentrates on the step that was taken by FAA to enhance aviation safety through conducting a thorough inspection of aircrafts to determine whether they are at the risk of getting damaged by WFD before the end of their LOV. Applying the rule would help to reduce accidents that are caused by WFD. Despite the fact that the article is very relevant, it does not cover many things related to flight safety. For instance, the issue of flight safety when landing is very paramount. Another important issue relates likelihood of carrying passengers with communicable diseases, such as avian influenza. Safety from attack by terrorists is still a major issue that affects the aviation industry today. Other important issues that influence flight safety include weather situation awareness, airspace infringement, fuel management and cabin crew fatigue. Questions related to the topics mentioned above ought to be covered. Despite not covering those issues, the article will be very useful. The content of the article will be used as an e ...
This presentation was given on the 14th of April 2016 during the EASA/OPTICS Conference in Cologne, Germany. It is almost the same presentation given previously at the CHC Safety & Quality Summit but includes a few additional slides about the initial results of the data collected.
Available online at httpdocs.lib.purdue.edujateJournal.docxcelenarouzie
Available online at http://docs.lib.purdue.edu/jate
Journal of Aviation Technology and Engineering 3:2 (2014) 2–13
Crew Resource Management Application in Commercial Aviation
Frank Wagener
Embry-Riddle Aeronautical University
David C. Ison
Embry-Riddle Aeronautical University–Worldwide
Abstract
The purpose of this study was to extend previous examinations of commercial multi-crew airplane accidents and incidents to evaluate
the Crew Resource Management (CRM) application as it relates to error management during the final approach and landing phase of
flight. With data obtained from the Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB), a x2
test of independence was performed to examine if there would be a statistically significant relationship between airline management
practices and CRM-related causes of accidents/incidents. Between 2002 and 2012, 113 accidents and incidents occurred in the researched
segments of flight. In total, 57 (50 percent) accidents/incidents listed a CRM-related casual factor or included a similar commentary within
the analysis section of the investigation report. No statistically significant relationship existed between CRM-related accidents/incidents
About the Authors
Frank Wagener currently works for Aviation Performance
Solution
s LLC (APS), dba APS Emergency Maneuver Training, based at the Phoenix-Mesa
Gateway Airport in Mesa, Arizona. APS offers comprehensive LOC-I solutions via industry-leading, computer-based, on-aircraft, and advanced full-flight
simulator upset recovery and prevention training programs. Wagener spent over 20 years in the German Air Force flying fighter and fighter training aircraft
and retired in 2011. He flew and instructed in Germany, Canada, and the United States. He holds several international pilot certificates including ATP,
CPL, CFI, as well as a 737 type rating. He graduated with honors from the Master’s in Aeronautical Science Program at Embry-Riddle Aeronautical
University. Correspondence concerning this article should be sent to [email protected]
David C. Ison has been involved in the aviation industry for over 27 years, during which he has flown as a flight instructor and for both regional and
major airlines. He has experience in a wide variety of aircraft from general aviation types to heavy transport aircraft. While flying for a major airline, Ison
was assigned to fly missions all over the world in a Lockheed L-1011. Most recently, he flew Boeing 737–800 aircraft throughout North and Central
America. He worked as an associate professor of aviation for 7 years at a small college in Montana. He is currently Discipline Chair–Aeronautics and an
assistant professor of aeronautics for Embry-Riddle Aeronautical University–Worldwide. Ison has conducted extensive research concerning aviation
faculty, plagiarism in dissertations, statistics in aviation research, as well as the participation of women and minorities in aviation. His previo.
Frankfinn Research Project Aviation, Hospitality & Air Travel Management(A.H....Teji
Frankfinn Final Research Project combined on Aviation(Cabin Crew), Hospitality(Housekeeping Department) & Air Travel Management(International Air Travel Organizations){A.H.T.M.}
Oprah Winfrey: A Leader in Media, Philanthropy, and Empowerment | CIO Women M...CIOWomenMagazine
This person is none other than Oprah Winfrey, a highly influential figure whose impact extends beyond television. This article will delve into the remarkable life and lasting legacy of Oprah. Her story serves as a reminder of the importance of perseverance, compassion, and firm determination.
Artificial intelligence (AI) offers new opportunities to radically reinvent the way we do business. This study explores how CEOs and top decision makers around the world are responding to the transformative potential of AI.
Modern Database Management 12th Global Edition by Hoffer solution manual.docxssuserf63bd7
https://qidiantiku.com/solution-manual-for-modern-database-management-12th-global-edition-by-hoffer.shtml
name:Solution manual for Modern Database Management 12th Global Edition by Hoffer
Edition:12th Global Edition
author:by Hoffer
ISBN:ISBN 10: 0133544613 / ISBN 13: 9780133544619
type:solution manual
format:word/zip
All chapter include
Focusing on what leading database practitioners say are the most important aspects to database development, Modern Database Management presents sound pedagogy, and topics that are critical for the practical success of database professionals. The 12th Edition further facilitates learning with illustrations that clarify important concepts and new media resources that make some of the more challenging material more engaging. Also included are general updates and expanded material in the areas undergoing rapid change due to improved managerial practices, database design tools and methodologies, and database technology.
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THE HUDSON INCIDENT - Miracle or Not
1. HUDSON RIVER PLANE LAND –MIRACLE OR NOT
By: Jeremiah Afang (GradIosh,Msc, IdipNebosh)
• As reported by National Transport Safety
Board, NTSB, [1], on January 15 2009, the US
Airways flight 1549 took off from LaGuardia
airport NY with 150 passengers and 5 crew. 3
minutes later at a speed of 250mph and
altitude of 3000 feet, the plane had contact
with a flock of Canadian Geese.
• The contact resulted in flame and failure of
• both airplane engines.
• Pilot and co-pilot immediately contacted
control room.
• Air traffic Controller, Harten, gave 2 landing
locations.
• Traffic control landing options:
• LaGuardia runway
• Tertaboro runway
2. PILOT’S DECISION
Sullenberg, the pilot of flight 1549,
decided the best option he had is to
land the aircraft in the Hudson River
and communicated same to control
room and crew.
Travelling at 150mph with its nose, the
aircraft completes an unpowered
ditching in the Hudson River.
After landing, 3 and half minutes after
take-off, Pilot gave evacuation
command and the crew removed all
passengers to the wings until rescue
team arrived. All passengers were
saved.
3. MIRACLE OR NOT
Miracle as defined by the Oxford
Dictionary [2], is an extraordinary
event that is unexplainable by natural
or scientific laws, hence an attributed
to divine powers.
An example is one recorded in the
Holy book, Bible where a prophet of
God parted the seas.
Does this define the happening of the
Hudson River? Clearly, not.
4. INVESTIGATION FINDINGS
• Bird strike on planes was not a new incident at this period of time.
• the aircraft engine is designed to withstand bird strike.
• The birds that struck weighed more than expected.
• The plane had several functions and procedures to keep the aircraft in
limited control by the crew.
• He was not pressured by the superiors/ control room operators to
turn the plane around or land at the Tertaboro runway.
• He understood the River was the best option, He went for it.
• The pilot had recently trained for such emergency 2 weeks before.
• That was no miracle, its preparedness, improvisation, deference to
expertise.
5. COLLECTIVE MINDFULNESS & SAFETY CULTURE
Major accidents have been investigated to be issues with management
systems and despite several recommendations and improved designs,
systems still fail. Reason [6] added that what organisations need is to
develop a “robust safety culture”.
He [6] further four (4) features of safety culture which includes:
1. Reporting culture
2. Just culture
3. Learning culture
4. Flexible culture
These practices are collective rather than individual focus.
6. COLLECTIVE MINDFULNESS
Collective mindfulness was advocated by Karl Wieck during a research
on High Reliability Organisations, HRO, like airline, chemical, oil and gas
industries etc. which require a high level and strong safety culture to
prevent accidents.
Collective mindfulness is described by Hopkins [5] as an organisation or
group with mindful individuals, hence a mindful organisation.
This characteristics makes the HRO mindful of danger and risk, hence
reducing chances of accidents and swift response in case of any.
He [5] further mentions the fundamental point, which is for the
organisational level to establish processes of mindfulness, as this will
make all individuals mindful.
7. PROCESS OF A MINDFUL ORGANISATION
Weick et al. [7] identified the 5 processes of a mindful organisation.
1. Preoccupation with failure;
2. Reluctance to simplify;
3. Sensitivity to operations;
4. Commitment to resilience and;
5. Deference to expertise
8. Relationship of Collective mindfulness Process
in the Hudson River incident.
The processes of mindful collectiveness was evident in the Hudson
river plan land incident earlier discussed.
This was no miracle. The organisation was mindful of risk and so are
the individuals.
This practice saved all lives and crew also the plane was not badly
damaged.
9. Collective Mindfulness In The Hudson River
Incident
Mindfulness Process US Airways Hudson Incident
Preoccupation with failure Reports [4] shows that the engine had been
built to withstand bird-strike, but not one of
4kgs.
Sensitivity to operations Pilot had train 2 weeks before for such
emergency. This is not a usual training for
pilots, but the mindful culture had prompted
him to prepare for future.
Commitment to resilience Crew and control room did not panic. Pilot
was aware of emergency preparedness
procedures and communicated clearly.
Control room group themselves to provide
advice to pilot.
Deference to expertise The air traffic controller advised landing on
runways but pilot who was more competent
to decide. He decided, they adhered and
called in for emergency rescue on the river.
10. CAUSES OF AVIATION ACCIDENTS
Allianz Global Corporate & Specialty, AGSC, [8] reported that the major
causes of aviation accidents are related to human factors and
behaviour in the cockpit.
These are issues with organisational safety culture which was as a
result of several issues such as; pilot fatigue; errors; insufficient
trainings; decision making issues;
11. Improvements of Safety Culture in Aviation
Industries
In recent decades, the aviation industry has experienced improvement
in safety culture with the launching of Crew Resource Management,
CRM.
Its benefits includes [8]:
1. Promotes open communication and teamwork by all in operation.
2. Provides training.
3. Improves decision making process;
4. Emergency preparedness and team adaptation in critical situations.
5. A tool to combat accident when teamwork is deficiency is a possible
factor.
12. Improvements of Safety Culture in Aviation
Industries Contd.
Another method in the aviation industry to improve safety culture is Air
Navigation Service Providers, ANSP, who advocate a “Just Culture”
system where air-traffic controllers are encouraged to report safety
issues without fear of punishment.
These systems allow the aviation industry to improve its safety culture
and collective mindfulness.
13. Aviation Fatality Statistics Over Decades
• The report [8] shows the following statistics;
Death Per 100 million passengers
1961 - 1971 133
2001 - 2013 2
14. Legal Requirement to Improve a Just Culture in
Aviation Industry
The Civil Aviation Authority [10] defines a just culture as one which front
operators are not punished for actions, opinions and decisions taken by
them, but wilful violations, gross misconduct etc is not accepted. Hence a
Directive was issued on same, EC Regulation 376/2014.
The Directive encouraged reporting by including mandatory compliance for
airlines by:
1. Organisations must analyse and follow-up on reports. Feedback must be
provided to reporter.
2. Permitting whistle blowing: employees or contracted workers may report
any infringement.
3. Introduced time-frame for reporting safety issues to the concerned
authority.
15. References
1. National Transportation Safety Board. Loss of Thrust in Both Engines After Encountering a
Flock of Birds and Subsequent Ditching on the Hudson River, US Airways Flight 1549, Airbus
A320-214, N106US, Weehawken, New Jersey, January 15, 2009. Aircraft Accident Report
NTSB/AAR-10 /03. Washington, DC. 2010
2. Oxford Dictionary (2019). [online] Available at:
https://en.oxforddictionaries.com/definition/miracle [Accessed 2 May 2019].
3. Seidenman P, Spanovich D. How Bird Strikes Impact Engines. Available at: https://www.mro-
network.com/maintenance-repair-overhaul/how-bird-strikes-impact-engines. 2016.
4. Paries J. Lessons from the Hudson. In Resilience Engineering in Practice 2017 May 15 (pp. 49-
68). CRC Press.
5. Hopkins A. Safety Culture, Mindfulness and Safe Behaviour: Converging Ideas? 2002.
6. Reason J. Beyond the Limitations of Safety Systems. Australian Safety News. 2000 Apr;194.
7. K Weick & K Sutcliffe, Managing the Unexpected: Assuring High Performance in
An Age of Complexity, (San Francisco: Jossey-Bass, 2001), p 3.
16. References. Contd.
8. Corporate AG. Specialty SE: Global Aviation Safety Study–A review of 60 years
of Improvement in Aviation Safety. 2014
9. Marshall D. Crew Resource Management: From Patient Safety to High
Reliability. Safer Healthcare Partners, LLC; 2009.
10. Civil Aviation Authority. Just Culture. 2015. Available at:
https://www.ibe.org.uk/userassets/events/20180306_ibe_webinar_handout_caa_f
wm20160629_just%20culture.pdf
Editor's Notes
As reported by Paul et al. [3] FAA reported the wild-life strikes on civil aircrafts to a total of 9,540 in 2009 and 13,162 in 2015 in the US, birds accounts for 97%.
NTBS [1] has made several safety recommendations to airline regarding bird and other wild-life strikes on airplanes. An example is the safety recommendation, A-99-86, issued in November 1999 to Federal Aviation Authority on the evaluation of the usage of Avian Hazard Advisory System for bird-strike reduction in aviation, and if found feasible, same must be implemented in high-risk areas and major airports as required.
Paries [4] states that the blades are extremely tough and ingests tens of thousand birds yearly.
Hopkins [5] referred to the series of actions as Collective mindfulness and safety culture.
Reason [6] defined safety culture as the collection of characteristics, individuals and attitudes in an organisation, which rises above all other priorities, hence giving safety concerns the needed attention.
Reporting culture is explained to be the strategy an organisation treats blame and disciplinary actions. Where there is a blame culture, no employee will report issues. But if blame or discipline is meant for only outstandingly bad behaviours such as consumption of alcohol on duty, use of illegal drugs, malice etc. reporting will be encouraged.
Regardless that all organisations may have a reporting system, if the organisation is not “just” in its handling of reports, workers will be discouraged from reporting.
The essence of reporting is incomplete and valueless if the organisation does not consider learning points.
Lastly, the flexibility of safety culture in decision making process should vary upon the present situation and expertise of people.
This was evident in the US Airways flight 1549, as the trained pilot determined the best and only survival option was to land on the River, the control room operators did not force or command him to refrain but the immediately arranged for rescue.
Mindfulness at individual level is not the aim as some people may depend on the others, rather as a group.
Collective Mindfulness is similar and act in the same direction as safety culture as both focuses on practices.
The first process identifies that the workers are preoccupied with chances of failure. This makes them look for the unknowns, errors, possible design and process failures etc. Such characteristics means there is a just reporting system.
The second has to do with simplification of data which means discarding of some data or information deemed unimportant, but on the other hand may be disastrous. Examples could be terminating all older workers/ quality control resources etc to cut cost. This process enables mindful organisations see analyse properly before taking any actions.
Thirdly, sensitivity to operations by front operators which enables them to strive to be aware of their work and to look out for implications of present situations for future functioning. Even though these operators are highly trained and familiar with the operations and failure and recovery strategies, Managers also should be sensitive to operations by encourage reporting of even the smallest incidents without blame, with just and share learning point.
The last two process have to do with emergency preparedness and response. The ability to self-organise in time to respond to emergency situations.
During emergency situations where operations is being executed in high tempo, decisions is made by experts or experienced persons in the related fields.
The incident was clearly not miracle.
CRM is defined [8] as the optimal use of all available resources (people, equipment and procedures) to promote safety and enhance efficiency of flight operations.
The 3 main objective of CRM is described by Marshall [9] are:
Systems approach to security: emphasis on inherent errors, promoting non-punitive culture, focus on job procedures.
Proactive application of human factors to improve team performance.
System based: defines the crew as a single group; focus on how attitudes affects the safety; active and practical trainings; encourage team member participation and performance review.
The aim of the Directive [10] is to enable a Just culture in the aviation industry and encourage reporting, learning lessons and improvement.
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