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LVNL Safety Criteria Reaction to SRC findings

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Analysis shows a reasonably consistent ATM-related accident risk rate for ... Crossing of active runway. AMC Panel Meeting for LVNL Safety Criteria' 23 July 2003 ... – PowerPoint PPT presentation

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Title: LVNL Safety Criteria Reaction to SRC findings


1
LVNL Safety Criteria - Reaction to SRC findings -
2
Issue 1Risk allocation to Aircraft systems and
Aircraft Operations
  • The philosophy is that LVNL is responsible for
    the design of its operations within the
    ATM-related risk budget
  • This corresponds with JAR 25 aircraft systems
    related risk budget
  • Risk allocations to the aircraft systems and
    aircraft operations domains, including ATM as a
    causal factor, should be organised on initiative
    of the national regulator

3
Issue 2Scope of TLS
  • LVNL recalculated the TLS because the defined
    scope is different than as described by SRC
  • Starts from the type of accident, rather than the
    cause
  • To ensure robustness of the ATM operation,
    irrespective of the accident cause (ATC, pilots,
    aircraft systems)
  • To recognise that most accidents are preceded by
    a chain of events (bow-tie principle)
  • To recognise human operator errors due to poor
    system design or organisational shortcomings

Examples
4
Issue 3Derivation of TLS
  • The scope of the LVNL TLS is
  • ATM-related
  • accidents (ICAO definition)
  • Derivation based on national experience was not
    considered feasible because of insufficient data
  • Analysis shows a reasonably consistent
    ATM-related accident risk rate for different
    world regions
  • This rate is the basis for the LVNL TLS
  • Transparency of ESARR 4 TLS

5
Issue 4Incorporation of traffic growth
  • Objective is to ensure that the number of
    accidents per year does not increase
  • It is recognised that only significant traffic
    growth affects the target safety level
  • LVNL already incorporates an ambition factor in
    the TLS
  • At the time of definition of the LVNL TLS,
    traffic growth was considered neither obvious nor
    reasonably accurately to predict
  • Effect of traffic growth is incorporated through
    reviews

6
Issue 5Proportional distribution of ATM-related
risk
  • Number of ATM-related accidents worldwide is not
    sufficient to derive a distribution that is
    statistically significant
  • Alternatively a proportional distribution is
    assumed, corresponding to JAR 25
  • Most critical ATM sub-products are assessed
    first.
  • As a result proportional distribution rather
    leads to a conservative safety target

7
Issue 6ambition/negligible factors versus
ALARP principle
  • LVNL recognised the need to define an ALARP
    region instead of a single TLS
  • to allow application of Safety Management
    Principles
  • to enable decision-making
  • Practicability of ambition and negligible
    factors must be shown by experience

8
Converging approaches outside UDP
Sticking mike
No direct ATM contribution
9
Crossing of active runway
Erroneous crossing instruction
Direct ATM contribution
10
Crossing of active runway
Crossing without instruction
No direct ATM contribution
11
Oceanic track system
Deviation from oceanic track
No direct ATM contribution
12
Controlled flight into terrain
Excursion from assigned route in mountainous
terrain
No direct ATM contribution
13
Controlled flight into terrain
Incorrect QNH
Direct ATM contribution
14
Scope LVNL Safety Criteria
CFIT
UFIT
Collision
Outcome
Recovery
Detection
Occurrence
ATM event
Flight Ops event
A/c systems event
15
Scope ESARR 4
Collision
CFIT
UFIT
Outcome
Recovery
Detection
Occurrence
ATM event
Flight Ops event
A/c systems event
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