Continuing with the example discussed in 6.6.7, the aerodrome defines the following safety performance target values, following agreement with the State’s civil aviation oversight authority: by January 2009, reduce FOD events in the apron to 8 per 10 000 operations, and maintain 20 events of unauthorized vehicles on the taxiways per 10 000 operations. These safety performance target values fulfil the conditions discussed in 6.6.6: they are expressed in numerical terms; they are obvious, measurable and linked to the safety performance indicators of the aerodrome SMS. Furthermore, both safety performance target values reflect safety performance measurement.
Action plans are the tools and means needed to achieve the safety performance indicator values and safety performance target values of an SMS. They include the operational procedures, technology, systems and programmes to which measures of reliability, availability, performance and/or accuracy can be specified. An example of an action plan to achieve the safety performance indicator values and safety performance target values of an SMS discussed above would be as follows: implement a thrice-daily walk-in ramp inspection programme, develop and implement a training course for drivers and install (aerodrome-specific) taxiway signage.
The safety performance indicator values and safety performance target values of the safety performance of an SMS may be different, or they may be the same. Three aspects must be considered when assessing whether specific safety performance indicator values and safety performance target values of the safety performance of an SMS are different or the same. First, consideration must be given to the availability of resources within the service provider to turn the safety performance indicator value into a more demanding safety performance target value. Second, consideration must be given to how expensive the action plans deemed necessary to change the value of the safety performance indicator into a more demanding value of the safety performance target are. Third, and most importantly, consideration must be given to whether the assessment of the safety risks of the consequences of the hazard addressed by the safety performance indicator and safety performance target falls in the tolerable region of the safety risk management process discussed in Chapter 5, should the safety performance indicator value and the safety performance target value remain the same. The safety performance indicator value may reflect a safety risk assessment that falls in the tolerable region under prevailing circumstances. However, changes in the system, growth and so forth may render such safety risk assessment invalid. The safety performance indicator value must in this case be turned into a more demanding target value to be valid in the changed environment.
A range of different safety performance indicators and safety performance targets will provide a better insight into the safety performance of the SMS of an aviation organization than the use of a single indicator or target. In other words, the safety performance of an SMS will always be expressed by a number of safety performance indicators and safety performance targets, never by a single one. Additional examples follow.
An aircraft operator has identified the approach and landing phases of flight operations as one major safety concern to be addressed by its SMS. It has also identified, though the safety risk management component of its SMS, a safety concern regarding unstable (or non-conforming) approaches at those aerodromes of the network served by non- precision approaches. It therefore defines the following safety performance indicator value, following agreement with the State’s civil aviation oversight authority: 10 unstable (or non-conforming) approaches per 1 000 landing operations at aerodromes of the network served by non-precision approaches. Subsequently, the aircraft operator defines the following safety performance target value, following agreement with the State’s civil aviation oversight authority: within the next three years, reduce by fifty per cent the number of unstable (or non-conforming) approaches per 1 000 landing operations at aerodromes of the network served by non-precision approaches. The action plan to achieve the safety performance indicator value and the safety performance target value discussed above would be as follows: development of constant descent angle (CDA) GPS approaches at aerodromes of the network served by non-precision approaches.
An ATS provider has identified airport operations safety as one major safety concern to be addressed by its SMS. It has identified, though the safety risk management component of its SMS, a concern regarding runway incursions and has defined the following safety performance indicator value: 0.8 Cat A and B (most serious) runway incursions per million operations through 2009. Subsequently, the ATS provider defines the following safety performance target value: by 2010 reduce Cat A and B (most serious) runway incursions to a rate of not more than 0.5 per million operations.
The safety performance of an SMS should be defined, to the extent possible, through quantitative safety performance indicators and safety performance targets. It is recognized, however, that in many States the safety data collection and analysis capabilities of services providers may not be fully developed. Therefore, while such capabilities are developed, the safety performance of an SMS can be defined through a combination of quantitative and qualitative safety performance indicators and safety performance targets. The objective should nevertheless remain the definition of safety performance of an SMS through quantitative measures only.
The definition of the safety performance of an SMS is a requirement that goes above and beyond regulatory compliance with national and international requirements. Establishing safety performance for an SMS does not replace legal, regulatory or other established requirements, nor does it relieve service providers from their obligations under relevant national regulations, and those arising from the Convention on International Civil Aviation (ICAO Doc 7300) and its related provisions contained in the Annexes to the Convention.
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