Premium On Safety - Issue 12, 2013 - 1

ISSUE 12 YEAR 2013


Emergency Response
Plan: Navigating the Aftermath 04
ASI Message: Chilling Facts 05
Flight Vis: Good Leadership, Trust, and SMS Buy-In 06
SMS Corner: Insights from Dr. Tony Kern 07
Announcing Performance Vector Plus by USAIG 08

Greetings! In mid-August a pilot
friend and I were discussing the
shock waves radiating through
aviation circles from the Asiana
SFO mishap and the Southwest
nosewheel-first landing and
collapse in New York. He said,
“These things happen in threes,
so watch out.” The tragic loss of a
UPS crew the next morning made
that seem prophetic, but I’m not
buying it, at least not inasmuch as
completing a cycle of three offers
any license to relax one’s guard.
You’re reading this newsletter, so
superstitions probably don’t carry
much weight in your safety thinking
either. To help you stay sharp,
articles in this issue of Premium
on Safety share views on safety
leadership and discuss resources
that are available to proactively
monitor risks and trends. Fly smart
and stay wary!

Paul Ratté
Director of Aviation Safety
Programs, USAIG

Safety Information Sharing in
Part 91 and 135 Ops

Improved Safety and Refined Operating Procedures

metric flight data to identify and correct deficiencies in flight operations, typically through
trend analysis.
Although these programs are not limited
to Part 121 operators, they were originally
designed to meet the needs of large Part 121
operations. This has historically led to challenges for business aviation flight departments
wanting to take advantage of them. Until recently, for most smaller operaSafety programs are valuable to the individual
tors of business aircraft,
the only practical methods
operator by allowing management to understand to share safety information
were regional roundtable
what’s really happening on the line, and to
discussions among safety
managers, and the NASA
revise procedures as needed. When that data is
Aviation Safety Reporting
System (ASRS).
then shared among several operators, everyone
Although roundtable
discussions and the ASRS
benefits by understanding safety issues affecting
program are beneficial, they
are not an optimal solution
the industry as a whole.
when it comes to the analysis of safety-related issues. Without a promise of
ASAP is a voluntary collaboration between
immunity, flight crews are often hesitant to volthe individual operator and the FAA that allows
untarily disclose mistakes that didn’t result in an
flight crews to voluntarily report potential safety
incident. Alternatively, although NASA does grant
issues without fear of company disciplinary
immunity, ASRS reports might not be forwarded
action or FAA enforcement action. FOQA, also
known as Flight Data Monitoring (FDM), is anoth- by the crew to the flight department, making data
analysis difficult for the department. However,
er voluntary program which uses recorded paraSince the 1990s, air carriers operating under FAR
Part 121 have had several safety information
sharing programs available to them, such as the
Aviation Safety Action Program (ASAP) and Flight
Operations Quality Assurance (FOQA). These
programs allow air carriers to analyze their operations and identify potential safety issues, which
can then lead to refinements to their standard
operating procedures.

(continued on page 2)


Table of Contents for the Digital Edition of Premium On Safety - Issue 12, 2013