Islom karimov nomidagi

Self Test Questions

1. What is international law?

2. The ratio of international and Uzbekistan law.

3. If there are how many documents of ship and flight documentation on board the aircraft can an international flight be performed?

4. In what year did the Chicago Convention announce the creation of ICAO?

5. For how many years is the ICAO Council elected?

6. How many annexes to the Convention on International Civil Aviation exist?
Lecture 11. Safety Management System (SMS). SMS safety performance indicators.

1. SAFETY MANAGEMENT SYSTEM (SMS)

1. 
   Annexes 1, 6, 8, 11, 13 and 14 establish that States shall require, as part of their SSP, that approved training organizations that are exposed to safety risks during the provision of their services, aircraft operators, approved maintenance organizations, organizations responsible for type design and/or manufacture of aircraft, air traffic service providers and certified aerodromes implement a safety management system (SMS). An SMS is a management tool for the management of safety by an organization. The Annexes also establish that the SMS shall be accepted by the State and shall, as a minimum:
   
   1. 
      identify safety hazards;
      
   2. 
      ensure the implementation of remedial action necessary to maintain agreed safety performance;
      
   3. 
      provide for continuous monitoring and regular assessment of the safety performance; and
      
   4. 
      aim at continuous improvement of the overall performance of the safety management system.
      
2. 
   The four generic processes included in the ICAO SMS requirement above (identification of hazards, implementation of remedial action to address the safety risks of the consequences of hazards, continuous monitoring and continuous improvement) encompass the four basic safety problem-solving activities that support delivery of services by an organization:
   

Figure 6-4. Transition from initial to mature ALoS related to an SSP

finding out what is wrong (hazard identification);

proposing and implementing a fix or fixes (remedial action);

making sure that the proposed fix or fixes work as intended (continuous monitoring); and

constantly improving the management system to ensure efficacy and efficiency of the delivery of services (continuous improvement of the SMS).

An SMS is defined as a systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures. The fundamentals of an SMS are discussed in Chapter 7. Just as with the SSP, ICAO has developed an SMS framework to assist service providers in the implementation of an SMS. The framework is composed of four components and twelve elements, and is introduced in full in Chapters 8 and 9.

SMS SAFETY PERFORMANCE
Annexes 1, 6, 8, 11, 13 and 14 establish that a service provider’s SMS shall ensure remedial action to maintain safety performance and shall continuously monitor and shall regularly assess such safety performance.
The notion of safety performance is an essential ingredient in the effective operation of an SMS as well as progressing towards a performance-based regulatory environment. It assists in monitoring actual performance of the SMS, and in avoiding just simply “ticking the appropriate boxes”. It is necessary for an SMS to define a set of

measurable performance outcomes in order to determine whether the system is truly operating in accordance with design expectations — not simply meeting regulatory requirements — and to identify where action may be required to bring the performance of the SMS to the level of design expectations. These measurable performance outcomes permit the actual performance of activities critical to safety to be assessed against existing organizational controls so that necessary corrective action is taken and safety risks can be maintained ALARP.

A performance-based regulatory approach will assess the actual performance of activities critical to safety against existing organizational controls. Furthermore, only through assurance of the effective safety performance of the SMS — through the establishment and measurement of specific safety performance outcomes — can the objective of continuous improvement of safety underlying safety management be achieved.
The safety performance of an SMS is not related to the quantification of high-consequence outcomes (safety measurement) but rather to the quantification of low-consequence processes (safety performance measurement). The safety performance of an SMS represents safety performance measurement exclusively. Safety performance expresses the safety objectives of a service provider, in the form of measurable safety outcomes of specific low-level processes of the SMS. From the perspective of the relationship between the State and service providers, safety performance provides objective evidence for the State to measure the effectiveness and efficiency that the SMS of service providers should achieve while the service providers conduct their core business functions. Such safety performance must be agreed between the State and service providers, as the minimum acceptable the service provider must achieve during the delivery of services. The safety performance of an SMS is thus a reference against which the State can measure the safety performance of the SMS, that is, that the SMS works above and beyond regulatory compliance. In agreeing to the safety performance of an SMS, it is necessary to consider such factors as the level of safety risk that applies, the cost/benefits of improvements to the system, and public expectations about the safety of the aviation industry.
Within each State, the safety performance of each SMS will be agreed separately between the State and individual aviation organizations. Agreed safety performance should be commensurate with the complexity of an individual aviation organization’s specific operational contexts, and the availability of an aviation organization’s resources to address them. In practice, the safety performance of an SMS is expressed by safety performance indicator values and safety performance target values and is implemented through action plans.
The safety performance indicator values are short-term, measurable objectives reflecting the safety performance of an SMS. They are expressed in numerical terms; they should be obvious, measurable and linked to the safety concerns of an SMS. Safety performance indicator values reflect safety performance measurement exclusively. The safety performance indicator values of an SMS should not reflect safety measurement. Since the safety performance of each SMS will be agreed separately between the State and individual aviation organizations, the safety performance indicator values will therefore differ between segments of the aviation industry, such as aircraft operators, certified aerodrome operators and ATS providers. An example is provided.
Through its SMS, a certified aerodrome operator has identified safety concerns regarding foreign object debris (FOD) in ramp operations. It has also identified safety concerns regarding traffic of unauthorized vehicles on taxiways. It therefore defines the following safety performance indicator values, following agreement with the State’s civil aviation oversight authority: 15 FOD events in the apron per 10 000 operations, and 20 events of unauthorized vehicles on the taxiways per 10 000 operations. These safety performance indicator values fulfil the conditions discussed in 6.6.6: they are expressed in numerical terms; they are obvious, measurable and linked to the safety concerns of the aerodrome SMS. Furthermore, both safety performance indicators reflect safety performance measurement.
Safety performance target values are long-term, measurable objectives reflecting the safety performance of an SMS. Safety performance target values are expressed in numerical terms; they should be obvious, measurable, acceptable to stakeholders and linked to the safety performance indicator (short-term objective) of an SMS.

Safety target values

1. 
   Reduce by [number] the number of / Maximum of [number] CFIT and approach and landing accidents per [number] departures.
   
2. 
   Minimum of [number] inspections of operators completed quarterly. 3. ...
   

Action plans

1. 
   CFIT training package distributed to industry and supported by training courses.
   
2. 
   Revision and, if necessary, update of hiring policy. Inspection manual updated. 3. ...
   

Safety

indicator values

1.