A Guidebook for Safety Risk Management for Airports (2015) / Chapter Skim
Currently Skimming:
Pages 33-50
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 33... ...
P A R T I I I The SRM Process and Application Part III presents the 5-Step SRM process and how to apply it in daily operations. Understanding the SRM process is the first step to understanding the many ways it can be applied.
|
From page 34... ...
37 Having a collective understanding by all airport personnel of SRM concepts and using a common risk management process can increase the likelihood of successfully managing safety and other organizational risks. Managing safety risk can take various forms, both formal and informal.
|
From page 35... ...
38 A Guidebook for Safety Risk Management for Airports Using the 5M Model to describe the system means those looking at the system describe it in terms of the mission to be performed, the media or environment in which it operates, the people who work in the system, the machines involved, and the management that ensures proper operation and output. In addition, while examining the system, users must "bound" the system, that is, they must also consider and exclude aspects that are not included in the system and parts that may be influenced by but are not part of the system.
|
From page 36... ...
SRM 5-Step Process 39 To show how to use the 5M Model to describe the system, the guidebook presents an airside construction project to rehabilitate a taxiway as an example. To carry out the construction project, construction equipment, personnel, and materials will be on site.
|
From page 37... ...
40 A Guidebook for Safety Risk Management for Airports • Environment: Could the condition lead to damage to the environment or local pollution? • Reputation: Could the condition lead to damage to the image of the airport or cause a loss in public confidence about travel to or from the airport?
|
From page 38... ...
SRM 5-Step Process 41 In this example, the statement reads as if the lack of funding for improved lighting is the hazard. Although this statement may support the airport's assessment, the statement may not fully highlight a condition that poses risk that can be mitigated.
|
From page 39... ...
42 A Guidebook for Safety Risk Management for Airports 9.3.1 Anticipating Potential Outcomes Finding the potential undesirable outcomes of an uncontrolled hazard is the first step in analyzing the components of the risk. As suggested in using the risk statement method in SRM Step 2, identifying a potential outcome can help settle the validity of the identified hazard.
|
From page 40... ...
SRM 5-Step Process 43 could be once in a month, once in a year, or even once in the history of the industry. Personnel can consult safety databases to research the number and frequency of occurrences for many outcomes.
|
From page 41... ...
44 A Guidebook for Safety Risk Management for Airports 9.4.1 Risk Matrix The tool most commonly used to analyze risks is the risk matrix. A risk matrix is a simple table whose columns represent the levels of severity and the rows represent the levels of likelihood.
|
From page 42... ...
Minimal 5 Minor 4 Major 3 Hazardous 2 Catastrophic 1 A T C S e r v i c e s Conditions resulting in a minimal reduction in ATC services, or A loss of separation resulting in a Category D Runway Incursion (RI) , or An Operational Deviation (OD)
|
From page 43... ...
NAS System & ATC Operational NAS Systems ATC Operational Flight Procedures Airports Individual Item/ System ATC Service/NAS Level System Per Facility NAS Wide Airport Specific F r e q u e n t A Probability of occurrence per operation/operational hour 1x10 3 Expected to occur about once every 3 months for an item Continuously experienced in the system Expected to occur more than once per week Expected to occur more than every 1 2 days Probability of occurrence per operation/operational hour 1x10 5 Expected to occur more than once per week or every 2,500 departures, whichever occurs sooner P r o b a b l e B Probability of occurrence per operation/operational hour 1x10 5 Expected to occur about once per year for an item Expected to occur frequently in the system Expected to occur about once every month Expected to occur about several times per month Expected to occur about once every month or 250,000 departures, whichever occurs sooner R e m o t e C Probability of occurrence per operation/operational hour is 1x10 5 but 1x10 7 Expected to occur several times during the lifecycle of an item Expected to occur numerous times in a system's lifecycle Expected to occur about once every year Expected to occur about once every 3 years Probability of occurrence per operation/operational hour 1x10 5, but 1x10 7 Expected to occur about once every year or 2.5 million departures, whichever occurs sooner E x t r e m e l y R e m o t e D Probability of occurrence per operation/operational hour 1x10 7 but 1x10 9 Unlikely to occur, but possible in an item's life cycle Expected to occur several times in a system's lifecycle Expected to occur once every 10 100 years Expected to occur about once every 3 years Probability of occurrence per operation/operational hour 1x10 7 but 1x Expected to occur once every 10 100 years or 25 million departures, whichever occurs sooner E x t r e m e l y I m p r o b a b l e E Probability of occurrence per operation/operational hour < 1x10 9 So unlikely that it can be assumed that it will not occur in an item's lifecycle Unlikely to occur, but it is possible in system lifecycle Expected to occur < every 100 years Expected to occur < every 30 years Probability of occurrence per operation/operational hour < 1x10 9 10 9 Expected to occur every 100 years Table 9-2. Qualitative criteria for risk probability from the FAA ARP Internal Order 5200.11.
|
From page 44... ...
SRM 5-Step Process 47 • Low Risk -- Within the ARP SMS, low risk is the target. Low risk is acceptable without restriction.
|
From page 45... ...
48 A Guidebook for Safety Risk Management for Airports • Transfer: The airport can notify and reassign accountability and responsibility to another stakeholder willing to accept the risk (buying insurance is an example of transferring financial risk)
|
From page 46... ...
SRM 5-Step Process 49 When the most effective strategies are not practical, alternate risk strategies need to be used to continue operations. These strategies could include delaying certain types of operations, transferring the risk or mitigation responsibilities to other agencies with greater means to deal with the risk, or compensating for the risk through redundant procedures or equipment.
|
From page 47... ...
50 When airports use SRM processes, common questions arise. When should SRM be used?
|
From page 48... ...
Applying the SRM Process 51 Technique Example Observation and reporting Anyone working at the airport or using airport facilities should be able to report hazards that they see. The process can be more effective when airport staff has received training on how to identify and report hazards, and a system or tool is available for reporting, like a hotline or intranet based reporting system.
|
From page 49... ...
52 Making SRM work to the advantage of small airports takes leadership, dedication, and ingenuity. Small airport operators may have to combat the perception that applying SRM to their operations is too difficult, too expensive, and unsustainable.
|
From page 50... ...
SRM Applied to Small Airports 53 documentation helps to ensure that key information is available. Ensuring that other appropriate staff know where and how to access the information is equally important.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.