Saturday, November 19, 2016

Implement Safety Policy At All Levels

In some countries drivers are expected to drive on the right side of the road, while other places the expectation is to drive on the left side. At times a country may change this practice and change from driving on one side of the road over to the other side. Several years ago when one country changed from driving on the left side to the right side it was said that for a smooth transition they would first begin with trucks and busses to drive on the right side, and a month later cars would change over to right hand side driving.

The safety policy belongs in all branches.
Human nature is to ease into changes to slow down the reaction of emotional impact of changes, rather than make a determination to change and move beyond emotions. Stories says that some, when starting a new job, must ease into the job by only working a few hours a day. And most of us do not appreciate the emotions of the sudden change of ice-cold water, and is very hesitant to just jump in without first ease into it first.

A Safety Management System (SMS) Safety Policy is still in a developing stage and new to most aviation service suppliers. Safety may have been implemented in several of the exploration and mining industries, but in aviation safety became the hit-and-miss approach. The fact that the majority of airlines operate without major accidents does not support that there are streamlined and effective safety operational processes in place. What this data of few accidents tells us is that there were few accidents. The data don’t tell any stories of how effective operational safety processes are.

A safety policy keeps the tracks lined up at all levels.
The effectiveness of safety processes begins with the Safety Policy and have no ending, but continues on with human factors. A Safety Policy is only applicable to an organization when implemented at all levels. There are positions in any organization, aviation industry included, which at first sight does not appear to be a part of safety. However, these positions will always be a part of the second phase of implementing driving on left-hand-side to right-hand-side. Or, in other words, when the Safety Policy is not implemented at all levels in the organization, these positions become a hazard to aviation safety.

The top management is an SMS organization is the Accountable Executive (AE). Should an aviation organization not make the Safety Policy applicable to the AE, the organization does not have a Safety Management System in place, no matter what processes are implemented. At the opposite end, unless lower level personnel are included in the Safety Policy there is no SMS in place. A safety polity that is selectively implemented is not a valid policy and if not applicable to all, it’s applicable to none.

Safety in aviation must be viewed from a customer’s point of view and what safety risk the customer is willing to accept. All travelling customers only accept Zero Tolerance to Compromise Aviation Safety, which begins with the Safety Policy and have no ending, but continues on with human factors.



CatalinaNJB

Saturday, November 5, 2016

Communicate Safety Policy to All Personnel

For effective SMS management an airport or airline is accountable to safety by communicate the safety policy to all personnel with the result that they are made aware of their safety obligations. A safety policy on the shelf is not practical at all. If no one knows what the safety policy is, nobody can adhere to the policy and the airport, or airline is in violation of its own processes. When the accountable executive signs off on the safety policy that person makes a commitment to safety which
Authority is the foundation of a safety policy.
is a commitment of zero tolerance to compromise aviation safety. In addition, this safety policy includes a just-culture where it becomes fundamental to safety to discover hazards and incidents at an early stage to make organizational changes for continuous safety improvements. The safety policy does therefore not only affect this one organization, but all organizations in the aviation community.

Communicating the safety policy to all personnel is info-sharing. Info-sharing is critical to an airport or airline to gather intelligence for the discovery of safety critical information. Without a safety policy in place, and a safety policy that is approved at the organizational policy level, either an airport or airline have the authority to promote safe operational processes. An undefined, or unwritten safety policy does not delegate to any persons the authority to implement safety promotions.

Without a safety policy an airport or airline do not have tool to develop processes to improve effectiveness and safety. Any on-the-fly process is not a tool for continuous improvement to further improve safety within an organization, or to establish a confidence level of safety performance. Safety improvements are not achieved by improvisations of processes, but by the safety authority to document, prepare, test, assess and implement.

The safety policy is communicated to all personnel as a link in a chain of all safety policies to be shared within other organizations. Safety improvement is not an independent task, but an info-share task between airports and airlines to improve safety without the loss of life of equipment. Sharing of the safety policy within an organization and ensuring that all are aware of their safety obligations is a
Cost-factors are results of safety parameters.
step forward in identifying, maintaining, and improving safe operational processes. Aviation safety has historically been in an experimental stage of preventing accidents by not defining safety parameter cost-factors. By applying a safety policy and ensuring all are aware of their accountability to safety, the aviation industry is moving from undefined cost-factor parameters and into econometrics design parameters.




CatalinaNJB