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State Safety Programmes & working with the industry the - - PowerPoint PPT Presentation

Sep 23, 2023 343 likes •803 views

State Safety Programmes & working with the industry the practical side Jos Wilbrink Ministry of Infrastructure and Water Management 1. Introduction 2. The Netherlands 3. ICAO Annex 19 & SSP 4. SSP Actionplan E-mail: 5.

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Independent │Non-profit | Innovative Independent │Innovative │Non-profit

State Safety Programmes & working with the industry – the practical side

1

Jos Wilbrink

Ministry of Infrastructure and Water Management

E-mail: jos.Wilbrink@minienm.nl

  • 1. Introduction

2. The Netherlands 3. ICAO Annex 19 & SSP 4. SSP Actionplan 5. Occurrence reporting 6. Future developments

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The Challenge to implement Safety Management

1. Introduction

  • 2. The Netherlands

3. ICAO Annex 19 & SSP 4. SSP Actionplan 5. Occurrence reporting 6. Future developments

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The Netherlands

Aerodromes: Mainport Amsterdam Regional Rotterdam/The Hague Groningen/Eelde Maastricht/Aachen Military/Civil use Eindhoven De Kooy General Aviation (10) Helicopters (>150) Gliders + MLA (>30)

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The Netherlands

Number aircraft registrations: Aeroplane CAT 276 GA 704 Balloon 424 Glider 639 Helicopter 79 Micro light 207 Powered parachute 335 UAS 802 Total 3.466

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The Netherlands

Operators (31) Airplane (14) Helicopter (9) Sight seeing (8)

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The Netherlands

Airworthiness Training Organisations ATO (23) RTF (68) LAB (7) Maintenance (80) Aero Medical Centre AMC (7) AME (54/7) Production (30)

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The Challenge to implement Safety Management

1. Introduction 2. The Netherlands

  • 3. ICAO Annex 19 & SSP

4. SSP Actionplan 5. Occurrence reporting 6. Future developments

  • Sept. 12, 2018
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1 State safety policy and objectives 1.1 State safety legislative framework 1.2 Safety responsibilities and accountabilities 1.3 Accident and incident investigation 1.4 Enforcement policy 2 State safety risk management 2.1 Safety requirements for the service provider’s SMS 2.1 Agreement on the service provider’s safety performance 3 State safety assurance 3.1 Safety oversight 3.2 Safety data collection, analysis and exchange 3.3 Safety data driven targeting of oversight on areas

  • f greater concern or need

4 State safety promotion 4.1 Internal training, communication and dissemination

  • f safety information

4.2 External training, communication and dissemination

  • f safety information

1.1 Commitment to Continuous improvement of safety 1.2 Regulation 1.3 Organisations involved in safety management 1.4 Accident and incident investigation 1.5 Oversight related to Just culture No fatal accidents in commercial aviation No fatal accidents due to equipment in General Aviation

Annex 19 & SSP

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1 State safety policy and objectives 1.1 State safety legislative framework 1.2 Safety responsibilities and accountabilities 1.3 Accident and incident investigation 1.4 Enforcement policy 2 State safety risk management 2.1 Safety requirements for the service provider’s SMS 2.1 Agreement on the service provider’s safety performance 3 State safety assurance 3.1 Safety oversight 3.2 Safety data collection, analysis and exchange 3.3 Safety data driven targeting of oversight on areas

  • f greater concern or need

4 State safety promotion 4.1 Internal training, communication and dissemination

  • f safety information

4.2 External training, communication and dissemination

  • f safety information

1.1 Commitment to Continuous improvement of safety 1.2 Regulation 1.3 Organisation involved in safety management 1.4 Accident and incident investigation 1.5 Oversight related to Just culture

Annex 19 & SSP

1.6 National Emergency plan 1.7 Responsibilities within the Ministry 1.8 Consultation structures within the Ministry 1.9 Consultation structures within the Netherlands 1.10 Safety Platform Schiphol

Amsterdam Airport Schiphol < 500.000 movements > 60.000.000 passengers 5 + 1 runways Operational use: 1 + 1 2 + 1 & 1 + 2 2 + 1 + 1 Safety Platform Schiphol, being transformed into Integrated Safety Mgt System Schiphol (ISMS)

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1 State safety policy and objectives 1.1 State safety legislative framework 1.2 Safety responsibilities and accountabilities 1.3 Accident and incident investigation 1.4 Enforcement policy 2 State safety risk management 2.1 Safety requirements for the service provider’s SMS 2.1 Agreement on the service provider’s safety performance 3 State safety assurance 3.1 Safety oversight 3.2 Safety data collection, analysis and exchange 3.3 Safety data driven targeting of oversight on areas

  • f greater concern or need

4 State safety promotion 4.1 Internal training, communication and dissemination

  • f safety information

4.2 External training, communication and dissemination

  • f safety information

1.1 Commitment to Continuous improvement of safety 1.2 Regulation 1.3 Organisation involved in safety management 1.4 Accident and incident investigation 1.5 Oversight related to Just culture 1.6 National Emergency plan 1.7 Responsibilities within the Ministry 1.8 Consultation structures within the Ministry 1.9 Consultation structures within the Netherlands 1.10 Safety Platform Schiphol

Annex 19 & SSP

1.11 Technical assistance 10

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1 State safety policy and objectives 1.1 State safety legislative framework 1.2 Safety responsibilities and accountabilities 1.3 Accident and incident investigation 1.4 Enforcement policy 2 State safety risk management 2.1 Safety requirements for the service provider’s SMS 2.1 Agreement on the service provider’s safety performance 3 State safety assurance 3.1 Safety oversight 3.2 Safety data collection, analysis and exchange 3.3 Safety data driven targeting of oversight on areas

  • f greater concern or need

4 State safety promotion 4.1 Internal training, communication and dissemination

  • f safety information

4.2 External training, communication and dissemination

  • f safety information

4.1 General 4.2 Internal training and information 4.3 External training and information

Annex 19 & SSP

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1950 2000 1970 1990 0,01

Safety statistic

Annex 19 & SSP

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Annex 19 & SSP

ICAO: concept of safety

Safety nets

Safe is zero accidents. Safe is when risks are managed to an acceptable level of safety.

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ICAO: concept of safety Safe is zero accidents. Safe is when risks are managed to an acceptable level of safety.

Annex 19 & SSP

Safety nets

Note: An acceptable level of safety performance for the State can be achieved through:

  • 1. the implementation and maintenance of the SSP,

as well as

  • 2. safety performance indicators and targets showing that safety is effectively managed,

and built on the foundation of

  • 3. implementation of existing safety-related SARPs.

3.4.2.1 States shall establish the acceptable level of safety performance to be achieved through their SSP.

Performance:

  • SSP
  • Indicators
  • SARPs

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The bridge

SSP

State Service provider

SMS

Rulemaking Performance oversight Enforcement policy Responsibilities Performance indicators Just culture SMS bridges the gap between the safety processes of the State and the service provider

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Aviation safety we make together, the aviation sector and the Government, each with their own responsibilities.

SSP 2

Government and sector together

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Ambition

The Ministry aims for a top position in the world in terms

  • f aviation safety. This requires a safety culture, where safety is seen as an own

responsibility and where safety experience is reported to learn something. The Dutch culture in which everyone, no matter what position, answers to each other set for functioning and takes own responsibility is a good basis to achieve this goal.

Strategic objectives of our SSP

No avoidable fatal accidents in commercial aviation with Dutch aircraft or at Dutch airports,

  • r in Dutch airspace,
  • r by aircraft maintained by Dutch companies.

For General Aviation: no fatal accidents in general aviation where aircraft, equipment

  • r training played a role (internal safety) and no casualties on the ground (third party

risk).

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Safety Performance Indicators (SPIs)

  • Systemic ambition and indicators:

 100% industry have implemented SMS  State letters responded in time  ICAO differences filed in time  ICAO Online Framework 100% established ….

  • Operational indicators:

in consultation with the industry  ....

  • A useful dashboard for our Ministry with several indicators is under development.

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SSP edition 2

  • A State Safety Program (SSP) is the responsibility
  • f the State according to ICAO Annex 19;
  • A Safety Management System (SMS) is the responsibility of a

company according to ICAO Annex 19;

  • A government does not directly affect aviation safety, but does so
  • indirectly. It is the primary responsibility of the aviation sector to

achieve a good level of safety;

  • The government does not operate an aircraft, does not issue a

landing clearance and does not mount an engine on an plane;

  • However the government is responsible for the framework within

which companies have to realize their responsibilities;

  • The CAA can also intervene, even can exclude companies not working

according to the rules or expectations.

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Our SSP edition 2 consists of three parts

Part 1: the main document, valid for 5 years, addressing our policy on aviation safety, responsibilities and ambitions.

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Part 1: the main document, valid for 5 years, addressing our policy on aviation safety, responsibilities and ambitions.

Part 2: The SSP Action Plan, valid for 3 years, for government and aviation industry; prioritized together in two sessions (commercial and GA). Part 3: A set of procedures and working arrangements within our Ministry, e.g. for handling ICAO State Letters. These will be put on intranet.

SSP edition 2 consists of three parts

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How did we proceed with SSP edition 2?

  • 1. Before Carel Wassink and I started writing for the second

edition of our SSP, we started with an extensive introductory round

  • f almost half a year along the sector in order to get to know each other.

Very important for the bridge function of our SSP;

  • 2. We have informed the sector about our plan to write an SSP, but also asked

them their points of interest to be able to take them along;

  • 3. Session organized October 2014, with intermediate results of the SSP

concept with more than 70 industry representatives. So, we informed them and involved them;

  • 4. The idea arose of Domain Consultations, in which safety managers from

similar kind of companies in a confidential setting share their experiences about implementing SMS and working with SMS. A very successful approach;

  • 5. Prioritization sessions December 2014, separate for Commercial Air

Transport and GA. With this step we committed our industry.

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  • 1. What is most likely to be the cause of your next accident or serious

incident?

  • 2. How do you know that?
  • 3. What are you doing about it?
  • 4. Is it working?

Bill Voss, former president of the Flight Safety Foundation.

What is an SMS: Four simple audit questions: when you have in place an effective SMS, these questions are easy to answer, but impossible to answer if you don’t have an SMS Bron: Aero Safety World Dec 2011-Jan 2012

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Culture

Safety Culture Reporting Culture Just Culture

Safety Culture:

  • top down
  • manager sets example
  • we are even safer

Reporting Culture:

  • Challenging / exciting
  • simple notifications system
  • Confidential

Just Culture:

  • goal is to learn from reports
  • reward the one reporting,

except in case of intent or gross negligence

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Civil Aviation Safety Risk

Likelihood Severity

“Risk = Likelihood times severity” will not work very well

SSP 2

How a company deals with SMS responsibilities

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How a company deals with SMS responsibilities-Riskmanagement

Bow Tie model – focus on what we know

Hazard: potential (negative) energy Top Event: when

  • ne starts to lose

control over hazard Threat: tries to release (energy in) hazard Outcome Preventive Barriers: aim at preventing Top Event from happening Recovery Barriers: aim at minimising damage once Top Event has happened Risk

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iSMS core process Risk Management

Hazards and Risks are being identified – Reactively: employees report hazardous situations and

  • ccurrences.

– Pro-actively: by means of trend analysis on our safety database. – Predictively: changes in our organization are analyzed for new or changed risks prior to implementing the change. Bowtie methodology and Risk Matrix are used to analyze risk .

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Top priority for a company: avoid an accident

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  • 1. An airline uses data from daily operations for different

purposes.

  • 2. The classic way of 'safety management': something happens,

we look at what went wrong and ensure that recurrence is prevented.

  • 3. We now already respond to minor incidents and trends.
  • 4. Ensure compliance with laws, regulations and industry standards: Quality

Management.

  • 5. Managing risks and dangers: it is necessary to deal with unwanted events

before they happen. This requires that we look at the probability of something going wrong, even before it really goes wrong. This is a proactive safety management.

  • 6. For all these forms of safety management data is needed from the daily
  • peration.
  • 7. For a small company it may be useful to look around to learn from

experiences elsewhere (or participate in the Domain consultations).

SSP 2

Top priority: prevent an accident !!

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An example from industry: Stabelized approach vs. runway excursion

  • No direct link between the numbers of statistics of stablized or

non-stabelized approches and the end-result of landing’;

  • A better indicator was probably necessary;
  • It was decided to make use of flight-data and determine how

many meters of concrete are left when speed is zero.

  • They found approaches/landings that were more critical. New

but very useful information.

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21 mei 2015

SSP 2

Hoe gaat een bedrijf om met een SMS?

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The Challenge to implement Safety Management

1. Introduction 2. The Netherlands 3. ICAO Annex 19 & SSP

  • 4. SSP Actionplan

5. Occurrence reporting 6. Future developments

  • Sept. 12, 2018
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Participants Industry:

  • Airlines:
  • aircraft
  • helicopters
  • aerodromes
  • ANSPs
  • Maintenance and production
  • Training organizations
  • General Aviation

Ministry of Defense Ministry of Infrastructure and Water Management:

  • Policy making dept.
  • CAA oversight dept.

2018

SSP 2

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SiAA Conference, Kigali

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2018

SSP 2

Sources with actions to prioritize

  • SSP,
  • Reports and recommendations AIB,
  • Reports and recommendations AIB Ministry
  • f Defense,
  • European Aviation Safety plan,
  • Reports and trends of Occurrence reporting
  • ffice CAA,
  • Findings ICAO,
  • Findings EASA,
  • Signals from the sector,
  • Signals from other countries,
  • Remaining actions of the SSP Action Plan

2015-2017.

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SiAA Conference, Kigali

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SSP.2015.001 Meeting the requirements of the ICAO CMA SSP.2015.002 Bonaire, Sint Eustatius and Saba legislation SSP.2015.003 Curacao, Sint Maarten and Aruba legislation SSP.2015.004 ICAO State Letters answered on time and processed SSP.2015.005 SMS for maintenance providers SSP.2015.006 General aviation safety SSP.2015.007 GA organisations have a SMS SSP.2015.008 SMS for License and theoretical exams organisations SSP.2015.009 Assessment of operational safety performance SSP.2015.010 Recommendations of the Safety Board charted SSP.2015.011 Article 83a in the legislation applicable in the Netherlands SSP.2015.012 Domain consultation SSP.2015.013 Implementation Reporting Regulation SSP.2015.014 Effectiveness Aviation Analysis Bureau SSP.2015.015 Developments in unmanned aviation SSP.2015.016 Ground handling SSP.2015.017 Flying skills and training SSP.2015.018 Air traffic control, ready for future developments SSP.2015.019 Strengthening the interfaces SSP.2015.020 Reduce the risk of bird strikes SSP.2015.021 Safety perception SSP.2015.022 SMS training

 Performance indicators  21 organizational indicators  1 traditional safety indicator

SSP.2015.023 Medical assessment of pilots

 Living document  Promotion mainly via Domain consultation  Every action its separate ALoSP  Timely processing of the Actionplan is the ALoSP of the Netherlands

Prioritizing data

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Prioritize hazards/risks 1. With input of the aviation sector 1. Sector will recognize the ranking and participate to mitigate 2. An alternative: AHP = Analytical Hierarchy Process 1. To be done by experts, with your own group or in a broader setting 2. All options are compared and each pair op options is scored. With many

  • ptions this will take quite some time.

Score ranges from -10 (completely option 1) to +10 (completely option 2) or all numbers in between. A zero means option and option 2 are equally important. It is good to make decisions, do not score all options equally important. 3. ….

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The Challenge to implement Safety Management

1. Introduction 2. The Netherlands 3. ICAO Annex 19 & SSP 4. SSP Actionplan

  • 5. Occurrence reporting

6. Future developments

  • Sept. 12, 2018
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The Challenge to implement Safety Management

  • Sept. 12, 2018

1. Introduction 2. The Netherlands 3. ICAO Annex 19 & SSP 4. SSP Actionplan 5. Occurrence reporting

  • 6. Future developments
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Risk based vs. Performance based oversight

CBO [Compliance Based Oversight] If an organisation is fully compliant with the applicable safety requirements, then an adequate level of safety is achieved. RBO [Risk Based Oversight] Provides a mechanism for better identifying hazards, measuring associated risks. It allows the Competent Authority to focus its attention on organisations that require additional or higher attention. PBO [Performance Based Oversight] The stakeholders are required to measure the safety performance of their activities. The Competent Authority will monitor SPI’s to help to achieve better safety performance. Continuous Monitoring Approach

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ALoSP and ICAO approach

Two different approaches from ICAO concerning ALoSP

1. Each individual company has to

  • determine their top 2 or 3 of risks
  • determine for those risks the appropriate indicators
  • determine their ambition level for these indicators
  • determine the actions to be taken in order to realize these

ambitions

  • share all of this with the government (both CAA and policy

making part)

  • the CAA will monitor the actions taken to realize the ambition
  • if doubt a good discussion may be necessary with a company to

convince them of the need to increase actions

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ALoSP and ICAO approach

  • Two different approaches from ICAO

concerning ALoSP

  • 2. The government determines the areas for

improvement and sets ambitions/targets to be realized The industry has to comply with these targets; CAA will monitor; If doubt, safety promotion may be increased, the company has to be convinced of the need of more actions or, interventions has to be taken.

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Conclusions

  • The role and responsibility of the aviation sector is

more important: – They have to identify risks, analyse risks, mitigate risks where necessary – They have to identify appropriate Performance Indicators – They have to set ambitions for these indicators;

  • Governments have to make their State Safety Program. In view of the

responsibility of a government, they should also have a picture of the risks using a dashboard. In the event of undesirable trends, they should ensure that either the sector, the government or both take actions to manage risks;

  • The Schiphol based organisations work together for years in the

Safety Platform Schiphol. They now want to further develop their co-operation to an iSMS.

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Sharing and learning

I am of course willing to share our experiences with all of you, with the sector and by doing so continue to learn from each other!!!!

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