Beruflich Dokumente
Kultur Dokumente
AVIATION SAFETY
MANUAL
Foreword
Some areas of activity in this publication stipulate requirements that are in addition to
the basic requirements listed in the International Civil Aviation Organization (ICAO)
Standards and Recommended Practices (SARPS). These additional requirements are
necessary to accommodate the operational needs of the UN peacekeeping mission and
will be fulfilled by all flying units operating for the UN under charter agreement, Letter
of Assist, Pro Bono or as part of Contingent Owned Equipment. The material
presented in this publication is to facilitate Aviation Safety management in the
Department of Peacekeeping Operations (DPKO) and does not imply the expression of
any opinion whatsoever on the part of any United Nations body concerning the legal
status of the authority of any company, country or organization.
Purpose Statement
The United Nations Aviation Safety Manual is designed to provide United Nations (UN)
aviation safety officers, senior managers, staff and personnel, with an understanding
of the concept of aviation safety management in the United Nations and with the
procedures for its implementation. This manual should be read in conjunction with
UN Aviation Standards for Peacekeeping and Humanitarian Air Transport Operations
(AVSTADS) and relevant International Civil Aviation Organization (ICAO) Standards
and Recommended Practices (SARPS). Where ambiguity exists, the ICAO SARPS should
be applied.
Applicability
All DPKO staff members who have responsibilities related to management, planning,
execution and oversight of air activities at UNHQ and in the field. All personnel of
civilian operators or Governmental Organizations who provide air assets to DPKO
under charter agreement, letter of assist, pro bono or that are part of a contingent as
contingent owned equipment. All personnel from other UN organizations, or non UN
organizations, or single individuals that come into contact with, or provide services to,
or utilize DPKO operated aircraft.
Effective Date
This Revision 6 is effective from 1
Aviation Safety Manual will be reviewed at least annually and revised when and where
necessary to accommodate new UN requirements, technological advances in aviation
and new concepts of safety management.
Supersession Statement
This Revision 6 supersedes all previous revisions of the United Nations Aviation Safety
Manual.
iii
EXECUTIVE SUMMARY
1. Accidents are wasteful in human lives, finance, transport resources and property,
and are a serious handicap to the political and operational effectiveness of
Peacekeeping Operations.
2. The causes of accidents originate in a variety of ways, ranging from an incorrect
statement of the operational requirement, through design, production and
development, to the operation and maintenance of aircraft. They also originate in the
attitude of the Operator, training of personnel and the operational risks that are
inherent in every Peacekeeping mission. The great majority, however, can be traced to
human failings. In Peacekeeping missions, this can be countered by higher
professional operating standards, maintenance, administration, staff work, high
morale and by an adequate corporate safety culture; all these are products of inspired
leadership. It is therefore executives at all levels, both at Headquarters and in the
Missions, who can do most for accident prevention. They are responsible and
accountable for operational efficiency, so they must be responsible for the
implementation of safety management.
3. Experience has shown that, to keep accident rates low, it is necessary to establish
a formal Aviation Safety Policy and an adequate safety organization. Such an
organization must be advisory and not executive. Safety management is not a means
of achieving operational efficiency and is not an end in itself. The United Nations
Aviation Safety Policy seeks the prevention of accidents through the implementation of
ICAO Standards and Recommended Practices.
4. To be effective, a safety organization must be independent of executive branches,
be of equal status to them and be directly under, or have right of access to, the
executive decision levels. To be efficient in its task it must have an adequate system
for reporting, investigating, collating, studying, analysing, and exchanging accident
data. It must be able to advise on accident risks, seek potential causes, suggest
remedial action and publicize accidents and their causes so that all may benefit from
the experience of the few. Thus, safety management does not run counter to the
operational objectives of a Peacekeeping Mission, from which it is inseparable.
5. Sound Safety management is based on full and accurate reporting of all
occurrences, since reporting of occurrences and its dissemination at all levels is one of
the most effective tools for accident prevention. At the same time, an established
programme for the evaluation of vendors performances and for the inspection of all
aircraft employed on Letters of Assist, long and short-term charters, contributes to the
maintenance of high standards of safety effectiveness.
6. In the tragic event of an accident, the UN Aviation Safety Organization has the
capability and the tools for conducting Technical Investigations of aircraft accidents
for the purpose of accident prevention, in accordance with ICAO Standards and
Recommended Practices. The Missions concerned with the accident will also execute a
Mission Board of Inquiry, in accordance with existing UN Administrative regulations
and with detailed provisions for the
conduct of BOIs related to aircraft
iv
accidents.
7. In the event of an accident, all Missions have available standardised procedures for
the implementation of an Aircraft Emergency Response Plan aimed at providing
maximum protection of life and property, while co-ordinating actions aimed at an
accurate investigation.
vested with the authority to promulgate standard practices for regulating UN aviation
activities and to establish the UN Aviation Safety Programme. The USG/DPKO will also
chair the Headquarters Aviation Safety Council as established in paragraph 9 below.
7. The USG/DPKO will exercise this authority to promulgate Aviation Standards
(AVSTADS)for regulating UN aviation activities and to establish the UN Aviation Safety
Programme through the Assistant Secretary-General for the Office of Mission Support
(ASG/OMS).
8. The Director, Logistics Support Division (Dir/LSD) shall be responsible for
developing and presenting Standard Operating Procedures (SOPs) for regulating
aviation activities to the ASG/OMS for approval. The Dir/LSD will also evaluate the
compliance with UN approved standards (AVSTADS) and ensure that the cost
estimates, prepared by the Department on behalf of each field mission or political
office, make adequate provision for implementing these standards and the associated
aviation safety recommendations approved by the ASG/OMS.
9. A dedicated Aviation Safety Structure at UN Headquarters (UNHQ) and in the field
assists the ASG/OMS and the Dir/LSD in the establishment, design and management
of the UN Aviation Standards (AVSTADS), the Aviation Safety Programme and the
Standard Operating Procedures.
10. In this connection, the UN AVSTADS and SOPs shall conform to the minimum
standards, as described in the International Civil Aviation Organization (ICAO)
Standards and Recommended Practices (SARPS). The UN will also promulgate
standards and/or operating procedures for matters that SARPS may not adequately
address. Wherever practicable, UN practices will adopt relevant practices that are
recommended by SARPS.
11. Heads of Missions and Offices shall be responsible and accountable to the
USG/DPKO for the effectiveness and safety of aviation activities within their respective
missions and offices. They shall adhere to the UN AVSTADS, and take the necessary
action to mitigate risks associated with peacekeeping aviation operations by
implementing the Aviation Safety Programme at the Mission level.
12. All managers and personnel involved in aviation activities shall be aware of, and
shall take all reasonable efforts to minimize, the risks associated with peacekeeping
aviation operations.
Aviation Safety Programme
13. DPKO Aviation Safety Programme will promote aviation safety awareness and
accident prevention at all levels of management, by providing the systematic basis for
identifying operational hazards and other institutional practices that increase the risk
of injury, death or property damage due to aircraft accidents and incidents beyond
acceptable levels, taking into account relevant subject cycles.
14. The Aviation Safety Programme will provide guidelines and establish resource
requirements for aircraft mishap prevention activities, reporting and investigation of
vii
aviation occurrences, review and analysis of occurrence data, safety education and
training activities as well as periodic aviation safety assistance visits.
15. An Emergency Response Plan (ERP) shall be prepared at UNHQ by DPKO Situation
Centre and Aviation Safety Section and maintained by the SitCen, and in each UN field
operation that routinely conducts flight operations. These ERPs will be assessed
routinely.
16. An Aviation Safety Council shall be established at UNHQ, and in each UN field
activity that routinely conducts flight operations. The UNHQ Council will be chaired
by the USG/DPKO and will meet at least once every six months or when deemed
necessary by the Chairman. The Council will be composed by the ASG/OMS, the ASG
for the Office of Operations, The Military Advisor, the Office of the Deputy SecretaryGeneral, the Office of the Security Coordinator, the Spokesman for the SecretaryGeneral, the Director of LSD, the Chief of Situation Centre, the Civilian Police Advisor,
the Chief of the Medical Support Unit, the General Legal Division of the Office of Legal
Affairs, the Office of Central Support Services, the Office of Human Resources
Management and, the Department of Political Affairs. The Members of the Committee
should be made up of senior management, or their representatives designated by them
to take and authorize decisions.
Aviation Safety Structure
17. An Aviation Safety Structure is established at UNHQ and in the field to provide
expert advice to DPKO and other Secretariat Management on matters of aviation
safety, risk management, accident prevention, investigation and related legal matters
and to implement the UN Aviation Safety Programme.
18. The Aviation Safety Structure shall be composed exclusively of qualified and
experienced professional aviation safety specialists, aircraft accident investigators and
aviation lawyers. These specialists shall evaluate aircraft accident and incident
information, assess registered air carriers, conduct assistance visits to field
operations, undertake research and perform risk assessments to identify specific
operating practices that require management review. They shall also recommend
proposed revisions to operating practices to reduce risks and improve safety
performance.
19. Aviation Safety personnel at each level shall develop and maintain a close and
effective working relationship with their respective air operations counterparts to
ensure that identified hazards, and other matters affecting aviation safety, are brought
to the Managements attention and resolved at the minimum level of authority
possible.
20. Only qualified and experienced professional aircraft accident investigators,
designated by the ASG/OMS, shall conduct internal DPKO accident investigations and
represent the UN as accredited members of panels convened by Contracting States
under the provisions of Annex 13 of the Chicago Convention on Civil Aviation to
investigate accidents involving any aircraft operated by, for, or on behalf of, the UN.
viii
Table of Contents
Foreword .......................................................................................................... ii
Purpose Statement ........................................................................................... ii
Applicability..................................................................................................... ii
Roles and Responsibilities................................................................................ ii
Effective Date .................................................................................................. ii
Supersession Statement .................................................................................. iii
Office(r) of Primary Responsibility................................................................... iii
EXECUTIVE SUMMARY.................................................................................... iv
UNITED NATIONS AVIATION SAFETY POLICY.................................................. vi
Introduction .................................................................................................. vi
Goal .............................................................................................................. vi
Policy ............................................................................................................ vi
Duties and Responsibilities............................................................................ vi
Aviation Safety Programme ........................................................................... vii
Aviation Safety Structure.............................................................................viii
Table of Contents ............................................................................................ ix
DEFINITIONS .................................................................................................xvi
1.
ORGANIZATION ...................................................................................... 1
1.1.
1.2.
ORGANIZATIONAL STRUCTURE.......................................................... 7
1.2.1.
1.2.2.
Introduction.....................................................................7
Aviation Safety Internal Structure - Organizational
ix
1.2.3.
1.2.4.
1.3.
1.4.
1.4.2.
1.4.3
1.4.4
1.4.5
Introduction...................................................................29
Composition ..................................................................29
Council Management .....................................................30
Suggestions for Agenda Items.........................................31
Minutes ........................................................................ 32
2.
1.6
1.5
Principles.........................................................................7
Vertical Structure of the Aviation Safety Organization.......8
Objectives of the United Nations' Aviation Safety
Organization ................................................................. 10
Introduction...................................................................33
Types of Assistance Visits and Surveys...........................33
Timing of Assistance Visits and Surveys .........................34
Visit Checklist............................................................... 35
2.2
Introduction...................................................................36
Principles.......................................................................36
Elements of the Programme .......................................... 38
Introduction...................................................................39
Risk
Assessment Guides
39
x
2.3
2.2.3
General Compilation Instructions...................................40
2.2.4
Safety Indicators ............................................................41
IDENTIFICATION OF AVIATION SAFETY HAZARDS THROUGH FOCUS
GROUP DISCUSSIONS ...................................................................... 42
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
3.
Introduction...................................................................42
Identification Of Aviation Safety Hazards Through Focus
Group Discussions.........................................................42
Purpose .........................................................................42
Process for identifying hazards .......................................42
Managing the focus groups meetings ............................ 43
Introduction...................................................................45
Airfield, Helipad And Ground Handling/Services Surveys.45
Aircraft/Helicopter Operations And Maintenance Surveys.
46
Aviation Safety Briefings And Training Sessions .............46
Generic Briefing .............................................................46
Movcon, Air Operations And Airport Management And
Ground Handling Personnel Briefing ..............................47
Crew Briefing ................................................................ 47
REPORTS ............................................................................................. 48
3.1
PRINCIPLES OF REPORTING............................................................. 48
3.1.1
3.1.2
3.2
3.3
General..........................................................................50
Timing of Report ............................................................51
Compilation Responsibilities ..........................................52
Investigation of the Occurrence ......................................52
Final Report...................................................................52
Aircraft Commander Responsibilities............................. 54
3.4
Introduction...................................................................48
Reporting Procedures .................................................... 48
General..........................................................................56
Reporting Procedures .....................................................56
General instructions ..................................................... 56
General........................................................................... 58
xi
3.4.2
3.4.3
3.4.4
3.5
3.6
General..........................................................................94
Timing of Report ............................................................94
Compilation Responsibilities ..........................................94
Instructions for Compilation ......................................... 94
4.
General..........................................................................92
Timing of Report ............................................................92
Compilation Responsibilities ..........................................92
Instructions for Compilation ......................................... 92
3.9
General..........................................................................78
Timing of Report ............................................................78
Compilation Responsibilities ..........................................78
Instructions for Compilation ..........................................79
Carrier Evaluation .........................................................81
Carriers Performance Evaluation ...................................85
Troop Rotating Assessment Report .................................88
Carrier Report............................................................... 90
3.8
General..........................................................................67
Timing of Report ............................................................67
Compilation Responsibilities ..........................................67
Instructions for Compilation ..........................................68
Air Operators Evaluation .............................................. 71
3.7
General..........................................................................95
Timing of Report ............................................................95
Compilation Responsibilities ......................................... 95
General..........................................................................97
Definition........................................................................ 98
xii
4.1.3
UN Aviation Safety Technical Investigation .....................99
4.1.4
Purpose of ASTI .............................................................99
4.1.5
Scope.............................................................................99
4.1.6
Board of Inquiry.............................................................99
4.1.7
Confidentiality .............................................................100
AVIATION SAFETY TECHNICAL INVESTIGATION............................. 101
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.2.8
5.
Circumstances.............................................................101
Authority .....................................................................101
Composition ................................................................101
Responsibilities............................................................101
Execution ....................................................................103
Assistance Available to the ASTI ...................................105
Immediate Reporting of Aviation Safety Hazards ...........106
Reports ....................................................................... 106
Annex A
A1
A2
A3
Annex B
B1
B2
B3
B4
B5
B6
Annex C
C1
Introduction .....................................................................................108
Purpose............................................................................................108
Objective ..........................................................................................108
Function ..........................................................................................108
Task Assignments ............................................................................109
Example of an Emergency Response Plan .........................................110
Drills/Exercises ...............................................................................110
Types Of Drills/Exercises .................................................................111
Desk Top Exercises ..........................................................................111
Communication Drills ......................................................................111
Area or Particular Task Assignment Drills.........................................112
Full Drill
.................................................................................. 112
C2
C3
C4
C5
C6
Appendix 1 to Annex C
1.C1 Mission
1.C2 Execution
Appendix 2 to Annex C
Annex D
Annex E
xiv
2H.1
2H.2
General........................................................................141
Tasks.......................................................................... 141
xv
DEFINITIONS
In this Manual, the following terms bear the meaning set against them. They are
generally consistent with similar terms as defined in ICAO documents, although
additional definitions are used as necessary to accommodate the operational
requirements of peacekeeping missions.
Accident
Accident Rate
Accident Rate
No of accidents x 10,000
Total flying hours over given period
Note: For the purpose of Aviation Safety in the UN, Accident Rates are classified
under the following headings.
Actual Accident Rate.
Aeroplane
See Aircraft.
Aircraft
b.
Note 1:
For the purpose of Aviation Safety, aircraft are also subdivided according
to the type of power plant (e.g. turbo-jet aeroplanes, piston aeroplanes, prop-jet
aeroplanes, turbo-jet helicopters and piston helicopters).
Aircraft Accident.
An aircraft; or
(2)
Direct contact with any part of an aircraft
including parts which have become detached from an
aircraft; or
(3)
b.
The aircraft sustains damages of structural failure
which:
(1)
Adversely affects the structural strength,
performance or flight characteristics of the aircraft;
and
(2)
Would normally require major repairs or
replacement of the affected component, except for
engine failure or damage, when the damage is limited
to the engine, its cowlings or accessories; or for
damage limited to propellers, wingtips antennas,
brakes, fairings, small dents or puncture holes in the
aircraft skin.
OR
c.
Note 2:
An injury resulting in death within 30 (thirty) days of the date of the
accident is classified as a fatal injury by ICAO.
Note 3:
An aircraft is considered missing when the official search has been
terminated and the wreckage has not been located.
Causes
Flight
Hostile Act
damage ensues.
Incident
Note 4:
The types of incidents that are of main interest to ICAO for accident
prevention studies are (ICAO DOC 9156):
- Engine Failure
- Fires
xviii
Injury, Classification of For the purposes of Aviation Safety, injuries are classified
as follows:
a.
Fatal Injury. A fatal injury is one that results in the
death of an individual either at the time of the accident or
within 30 days of that time. Missing persons are to be
considered as fatally injured until evidence of their survival
is confirmed.
b.
Serious Injury. A serious injury is any injury that is
sustained by a person in an accident and which:
(1)
Requires hospitalisation for more than 48
hours, commencing within seven days from the date
the injury was received; or
(2)
Results in a fracture of any bone (except
simple fractures of fingers, toes, or nose); or
(3)
Involves lacerations which cause severe
haemorrhage, nerve, muscle or tendon damage; or
(4)
(5)
Involves second or third degree burns, or any
burns affecting more than 5 per cent of the body
surface; or
(6)
Involves verified exposure to infectious
substances or injurious radiation.
c.
Minor Injury. A minor injury is any injury which
requires medical treatment involving absence from duty for
a period from 7 to 20 days, and which falls outside the
definition of a major injury. In addition, the following are
always classified as minor injuries unless they involve
absence from duty for 21 days or more:
(1)
Unconsciousness, caused by a blow or impact,
lasting for more than 30 seconds or producing any
degree of retrograde amnesia.
xix
(2)
Simple fractures of fingers or toes, simple
fractures or ribs without respiratory involvement,
and fractures of vertebrae without spinal cord
involvement.
(3)
First degree burns involving more than one
per cent but less than five per cent of the surface of
the body.
d.
Slight Injury. A slight injury is one that does not
come within the provisions of major or minor injuries but
nevertheless requires medical treatment as distinct from
medical examination.
Air Prox
Occurrence
Phase of Flight
Phases of flight:
Standing
- engines not operating
- starting engine(s)
- engine(s) operating
- engine(s) run-up
- rotor turning (helicopter)
- other
Taxiing
- pushback/tow
- to/from runway
- aerial taxi (helicopter)
- other
Take-off
- run
- initial climb
- lift-off (helicopter)
- aborted
- other
En-Route
- climb to cruise
- cruise
- change of cruise level
- descent (normal)
- descent (emergency / uncontrolled)
- other
Manoeuvring
- aerial work
- low flying
- hovering/lifting
- aerobatics
- other
Approach
- holding
- intermediate approach (from initial fix to final
approach fix)
- final approach (from final approach fix to landing)
- missed approach/go around
- circuit patter/base leg
- circuit pattern - final
xx
- other
Landing
Post-impact
- flare
- touchdown
Unknown
- landing roll
- aborted (after touchdown)
- other
Operation, Period of
The period of an aircraft operation is from the time the
aircrew starts their pre-flight checks for the purpose of
flight, to the time when the after-flight shutdown cockpit
checks have been completed. Details are listed in the
Appendix 1 - List of Phases of Flight to the definitions.
Risk
Risk Assessment
Risk Management
Safety Hazard
Special Occurrence
Ultimate Effect
xxi
1. ORGANIZATION
1.1.
1.2.
ORGANIZATIONAL STRUCTURE
1.2.1. Introduction
1.2.1.1. Aircraft contracted for UN peacekeeping missions are costly
and it is thus essential that a greater degree of emphasis be placed on their
safe and economical employment. This cannot be achieved without an
orderly system of specialized elements tasked with the fulfilment of a defined
purpose. In the UN Aviation Safety Organization:
1.2.1.1.1. The ORDERLY SYSTEM is represented by the
structure of the safety organization, with clearly defined functional
areas of responsibility;
1.2.1.1.2. The SPECIALIZED ELEMENTS are a
multiplication of safety specialists at UNHQ and in the field charged
with the execution of roles and functions within the organization; and
1.2.1.1.3. The DEFINED PURPOSE is the prevention of
aircraft incidents and accidents.
1.2.1.2. In designing the overall structure of the Aviation Safety
Organization, therefore, the United Nations' policies and objectives related to
peacekeeping must always be borne in mind so that the organizational
objectives of the HQ Aviation Safety Unit (HQ-ASU) and the Mission Aviation
Safety Units (M-ASU) are consistent with these policies and objectives. In
addition, for the organization to be effective, certain organizational principles
should be adhered to.
1.2.2. Aviation Safety Internal Structure - Organizational Principles
1.2.2.1. Since only one element of an organization should have
executive powers in any one field, the application of safety management to
operational tasks should be only in an advisory capacity. However to ensure
that all elements in the organization are aware of and execute a decision, the
decision must originate from the highest decision-making level in the
organization. It therefore follows that Aviation Safety advice needs to be
made available to the highest decision-maker in the organization at both
Headquarters and field level. It also follows that Aviation Safety elements
should:
1.2.2.1.1. Have direct access to the Chief Executive at all
levels of the organization on safety matters.
1.2.2.1.2. Be independent, so that they may be unbiased in
their outlook.
1.2.2.1.3. Be of comparable status to other similar
components and
executive branches so
7
USG DPKO
ASG OMS
DIR LSD
DIR SSS
AVIATION SECTION
Dependence
Advice
8
Access
AVIATION SAFETY ORGANIZATION STRUCTURE MISSION ELEMENT
UNHQ ASU
HEAD OF MISSION
DOA/CAO
MISSIONS SAFETY STAFF
CISS
MISSION FUNCTIONS
Dependence
Coordination
Advice
Access
10
1.3.
1.3.1.2.2.2.2.
in military aviation.
A Squadron Commander
11
Graduation from a
1.3.1.3.1.1.5.
Aviation Safety and
Accident Investigation Qualified
1.3.1.3.2. Experience.
1.3.1.3.2.1. At least 10 years in the aviation industry
or military air force as a pilot, or aircraft maintenance
engineer, or air traffic controller;
1.3.1.3.2.2. Held at least one appointment as Aviation
Safety Officer in civil or military aviation.
1.3.1.3.2.3. Practical experience in the conduct of
Investigation carried out under Annex 13 or Board of
Inquiries into aircraft incidents/accidents;
1.3.1.3.2.4. Practical experience in the application of
pertinent ICAO regulations.
1.3.1.3.3. Personal Attributes. Candidates should be able to
demonstrate the ability to:
1.3.1.3.3.1. Analyse and correlate information;
1.3.1.3.3.2. Project strategic thinking;
1.3.1.3.3.3. Compile reports and present arguments in
a logical and accurate manner;
1.3.1.3.3.4. Conduct negotiations in a professional
manner; and
1.3.1.3.3.5. Detect anomalies, which could result in an
aircraft incident/accident.
1.3.1.4. Mission Aviation Safety Officers (MASO). The capability to
identify and detect conditions that could possibly cause or have caused
incidents and/or accidents is a pre-requisite for the prevention of incidents
and accidents. Mission Aviation Safety Officers should therefore possess
these capabilities, together with a certain degree of accidents investigation
experience. These are primary field appointments for which the candidates
should possess the following criteria:
13
Principles of flight;
Aircraft design and construction;
Aircraft systems;
Performance;
Human physiology; and
Aviation medicine.
1.3.1.4.2. Experience.
1.3.1.4.2.1. At least 10 years in the aviation industry
or military air force as a pilot;
1.3.1.4.2.2. Held at least one appointment as Aviation
Safety Officer in civil or military aviation.
1.3.1.4.2.3. Practical experience in the conduct of
Investigation carried out under Annex 13 into aircraft
incidents/accidents;
1.3.1.4.2.4. Practical experience in the application of
pertinent ICAO regulations.
1.3.1.4.3. Personal Attributes. Candidates should be able to
demonstrate the ability to:
1.3.1.4.3.1. Analyse and correlate information;
14
15
17
1.4.
for:
1.4.1.1.1. Advising the Secretary General through the
Director, Logistics Support Division and the existing reporting
channels, on all Aviation Safety matters and suggesting remedial and
preventive measures to counter actual or potential causes of
accidents based, inter alia, on trend analysis through the preparation
and implementation of an adequate Aviation Safety Programme.
1.4.1.1.2. Establishing and updating of Safety Standards for
the field.
1.4.1.1.3. Keeping all personnel informed of the actual and
potential causes of accidents.
1.4.1.1.4. Monitoring all aviation procedures/techniques
and aircraft types development for potential safety hazards.
1.4.1.1.5. Monitoring actions taken, especially on all aircraft
accidents Board of Inquiry (BOI) and ensuring that BOI findings are
based on thorough and detailed investigation and that the knowledge
gained is properly applied and disseminated. Providing specialist
technical advice to a BOI when required.
1.4.1.1.6. Recording and analysing all UN contracted
aircraft related accidents, incidents and other occurrences.
1.4.1.1.7. Promoting safety awareness, education and
dissemination of information.
1.4.1.1.8. Ensuring that an adequate and efficient safety
organization is maintained throughout all Peacekeeping Missions.
1.4.1.1.9. Establishing policy governing safety management
in all Peacekeeping Missions.
1.4.1.1.10. Establishing policy for the training and
employment of safety personnel.
1.4.1.1.11.
1.4.1.1.12.
18
19
The Aviation
1.4.3.6.3.2
22
1.4.3.6.11
Be familiar with operating procedures of the
transport mode operated by the Mission and those of other Missions
that are likely to be deployed or operate in conjunction with the
Mission.
1.4.3.6.12
Formulate and implement the unit Emergency
Response Plan (ERP) practising it at least twice a year, one of which
must be a simulated off-base accident.
1.4.3.6.13
Act as a liaison officer for safety
inspections/visits, accident investigations and for boards of inquiries.
1.4.3.6.14
Conduct a brief with all newly posted-in
personnel, crews, MILOBS and others on matters pertaining to the
aviation safety programme and relevant safety issues and procedures
in the mission.
1.4.4 Initial procedures in case of accident
1.4.4.1 In the event of an accident, prior to the arrival of the
Designated Aircraft Accident Investigator, the Mission Aviation Safety
Officer must ensure that the following requirements are met:
1.4.4.1.1 Interference with Wreckage. No personnel are to
move or interfere with parts or components which belong to the
wreckage without the expressed permission of the Designated Aircraft
Accident Investigator
appointed to investigate
23
mission
aircraft type
aircraft call sign and registration
date and time of accident
location of accident
extent of damage to aircraft
extent of damage of third parties
number of fatalities
number of injuries
1.4.4.1.12
Public Relations. The premature release of
information or speculation concerning the possible causes of aircraft
accidents can be detrimental to the Organization, the Mission and
individual personnel. Accordingly, public relations statements to the
news media must not advance information on the possible causes of
an accident. To state that an accident is "under investigation" is
sufficient. All queries by the news media must be referred to the
Head of Mission or his designate.
1.4.5 Air Operators/Military Units Safety Officers
1.4.5.1 The site managers for Air Operators under long term
charter and the senior officers of Military Aviation Units under LOA must
appoint a suitably qualified individual as the "point of contact" to liase with
the Mission Aviation Safety Officer on safety matters. These individuals,
appointed to be the points of contact for safety activities, are responsible
for all matters pertaining to safety management of their Company/Military
Unit. They are responsible, inter alia, for:
1.4.5.1.1 Maintaining a high standard of safety awareness
in the Air Operator/Military Unit.
1.4.5.1.2 Processing all accident, incident, special
occurrence and hazard reports raised in the Company/Military Unit.
1.4.5.1.3 Maintaining a register of accidents, incidents,
hostile acts and air prox reports arising from the Company/Military
Unit.
1.4.5.1.4 Attending all the Mission safety meetings as a
permanent member.
1.4.5.1.5 Initiating and managing workable
Company/Military Unit safety programmes.
1.4.5.1.6 Maintaining a close and effective liaison with the
Mission Aviation Safety Officer.
1.4.5.1.7 Assisting the designated UN Aviation Safety
Officer in conducting safety surveys.
1.4.5.1.8 Assisting the Mission Aviation Safety Officer in
the compilation of the Occurrence Report when an aircraft accident
occurs.
1.4.5.1.9 Ensuring that personnel are familiar with
occurrence reporting procedures.
27
1.4.5.1.10
Assisting the Mission Aviation Safety Officer in
respect of actions to be taken following an aircraft accident.
28
1.5
MOVCON;
1.5.2.3.2 Mission Aviation Safety Officer(s);
1.5.2.3.3 Representatives of the Air Operator(s)/ Military
Unit(s) assigned to the Mission.
1.5.2.4
30
31
1.5.4.1.10
1.5.5 Minutes
1.5.5.1 The Mission Aviation Safety Officer is responsible for
insuring that minutes are taken, prepared and distributed to all. The
minutes of the meeting should state clearly what action is to be taken and
by whom. In addition to the internal mission distribution, copies of the
minutes should be extended to UNHQ Aviation Safety Unit and relevant
civil/military agencies/bodies represented at the meeting. The minutes
should include any recommendations or requests for assistance from higher
authorities. They are, however, to supplement, not replace, normal staff
action on the matters raised. Minutes should be signed and approved by the
DOA/CAO.
32
1.6
33
Formal Aviation
34
Surveys are conducted by the Chief, UNHQ Aviation Safety Unit, or other
suitably qualified and experienced Aviation Safety Officer from UNHQ
Aviation Safety Unit, assisted, when needed, by suitably qualified and
experienced Mission Aviation Safety Officer(s) other than the resident
Aviation Safety Officer of the Mission being visited.
1.6.3.4 Informal Aviation Safety Assistance Visits and Surveys are
conducted by the Mission Aviation Safety Officer assisted in the review of
non flying related issues, if needed, by other mission personnel qualified and
experienced in those specific areas being surveyed.
1.6.4 Visit Checklist
1.6.4.1 Formal Aviation Safety Assistance Visits and Surveys are
normally conducted utilizing the Field Mission Aviation Safety Survey
Checklist published by the Aviation Safety Unit, Logistics Support Division,
DPKO. The checklist is a very comprehensive tool that covers all those areas
of activity in a generic mission, which can have an impact on the prevention
of Aviation Accidents. The checklist may be adapted to the specific
circumstances, both in terms of scope (full or partial survey) and in terms of
contents, to better achieve the specific aim of each assistance visit/survey,
as established by UNHQ or by the Head of Mission. The Checklist is a
flexible tool to be adapted and modified to suit the requirements. It is not a
rigid and sterile list of compulsory checks.
1.6.4.2 Informal Aviation Safety Assistance Visits and Surveys are
normally conducted utilizing a checklist specifically prepared by the Mission
Aviation Safety Officer to reflect the aim and scope of each single informal
survey, as established by the DOA/CAO and/or the Aviation Safety Council.
In the preparation of the Informal Checklist, the Mission Aviation Safety
Officers should consider local conditions, aircraft types, resources available,
past accidents experience and any other aspect deemed applicable.
35
37
Risk Assessment
Identification of aviation safety hazards
Safety reporting system
Airfield, helipad and servicing surveys
Aircraft, helicopter operations and maintenance surveys
Mission Aviation Safety Council
Mission Emergency Response Plan
Execution of safety surveys
Investigation of incidents and accidents
Education and training
Aviation Safety briefings and training sessions
Safety information database
Dissemination of vital safety information to all United
Nations staff
38
2.2
RISK ASSESSMENT
2.2.1 Introduction
2.2.1.1 Risk Management in Aviation has many points in common
with basic accident prevention methodology, as both activities involve an
assessment of the types of hazards, the risks the hazards generate (Risk
Assessment) and a logical approach to deciding what to do about the risks
(Risk Mitigation).
2.2.1.2
39
Those
41
2.3
IDENTIFICATION OF AVIATION SAFETY HAZARDS THROUGH FOCUS
GROUP DISCUSSIONS
2.3.1 Introduction
2.3.1.1 An important part of any Accident Prevention Programme is
the identification of aviation safety hazards. A hazard can be defined as any
condition, event or circumstance which has the potential to cause illness,
death or damage and lead to an incident or accident.
2.3.1.2 Hazards can be identified by various means, many of which
are discussed throughout this manual, such as safety surveys and visits,
airfield and helipad inspections, observed hazard reports and so on. This
section describes in detail the identification of hazards through focus group
discussions.
2.3.2 Identification Of Aviation Safety Hazards Through Focus Group
Discussions
2.3.2.1 One of the most convenient and recommended methods to
proactively identify aviation safety hazards is the implementation of focus
group discussions. Focus group discussions provide the organization with a
current assessment of its safety performances and encourage staff to report
safety problems, making them more aware of the safety implications relating
to their individual jobs. In addition, they reaffirm that organizations
commitment to safety.
2.3.2.2 Focus group discussions, should involve as many staff and
management from all areas as possible, which allows staff to become more
actively involved in establishing and maintaining a safety culture within the
organization.
2.3.3 Purpose
2.3.3.1 The purpose of focus group discussions is to provide the
participants with a structured method to identify hazards within the
organization that have the greatest potential to compromise aviation safety.
Focus group meeting/discussion should be scheduled normally, at
Headquarters and Missions, on a semi-annual basis; however meetings
could be convened at any other time if deemed necessary.
2.3.4 Process for identifying hazards
2.3.4.1 The basic process for identifying aviation safety hazards
involves following five simple steps:
42
44
2.4
Airfield markings
Airfield and apron Lighting
Condition of runway, taxiway and apron surfaces
Navaids
Obstacles
FOD programmes
ATC and meteorological facilities
Suitability for night operations
Fire fighting and rescue equipment
Search and Rescue
47
3. REPORTS
3.1
PRINCIPLES OF REPORTING
3.1.1 Introduction
3.1.1.1 Sound safety management and effective accident prevention
is based on a full, accurate and immediate reporting system of all
occurrences and hazards. Followed by a timely investigation of the incident,
a dissemination of the recommendations and required actions to all
involved. This is a basic requirement that places a great responsibility on the
safety organization at all levels.
3.1.1.2 Effective reporting provides the Organization with an alarm
to situations, which are or could turn into potentially dangerous events or
occurrences. However, the importance of the information received is
sometimes lost as what appears to be the hazard or problem initially, might
actually just be the result of a far more dangerous item that is being
overlooked. This is where the importance of the investigation of the report
becomes evident.
3.1.2 Reporting Procedures
3.1.2.1 It is by the full and accurate reporting of occurrences and
hazards that serious accidents can be averted. Although action can and
must be taken on these reports at the lowest field level, the information has
to be passed to higher levels at UNHQ, where the overall picture is collected
so that actions for dissemination of information and possible solutions can
be sent to all the missions. The time limit for the various stages of reporting
is specified hereunder and should be carefully observed.
3.1.3 Types of Reports
3.2.1.1 The following standard reports are utilized by the Mission
Aviation Safety Officers to communicate relevant information to the
DOA/CAO and to UNHQ Aviation Safety Unit and Transport Section. (Some
of these reports are compiled in co-operation and co-ordination with the
mission air operations and MovCon officers).
3.1.3.1.1 Air Accident/Missing Aircraft Flash Report. Used
by field missions to report to UNHQ Situation Centre (SitCen) any
accident or missing aircraft within 2 hours of occurrence. Missions
will establish internal procedures for the submission of the Flash
Report to SitCen, in accordance with specific guidance issued by
USG-DPKO to Heads of Mission. This Flash Report is not to be
confused with and does not replace the Immediate Preliminary
Aircraft Occurrence Report described in paragraph 4.2.2.1 below.
48
49
3.2
3.2.1.2.11
3.2.1.2.12
3.2.1.2.13
indications
3.2.1.2.14
indications
3.2.1.2.15
3.2.1.2.16
50
3.2.1.2.17
3.2.1.2.18
3.2.1.2.19
3.2.1.2.20
3.2.1.2.21
3.2.1.2.22
3.2.1.2.23
required
3.2.1.2.24
Any part of the aircraft or its equipment is
sabotaged or vandalised
3.2.1.2.25
3.2.1.2.26
3.2.1.2.27
implications
- Brief summary
with
information
such
as
type
of
operation,
scheduled/unscheduled flight, last point of departure, time of
departure, point of intended landing, flight preparation,
description of the flight and events leading to the incident,
location (latitude, longitude, elevation), time of the incident,
whether day or night and any other fact which the investigator
considers relative to the investigation.
b. Injuries to persons The following table should be completed
using the corresponding number.
Injuries
Minor
None
Crew
Passengers
Others
54
55
3.3
57
3.4
59
Technical Assessment
60
3.4.4.6.3.1
Crew
3.4.4.7.1 Does the flight crew contain at least one pilot who
is fully fluent in technical aviation English language, in accordance
with the Air Charter Agreement?
3.4.4.7.2 Do the crew members appear to be appropriately
attired, medically fit, and trained to perform their duties under the Air
Charter Agreement?
3.4.4.7.3 Verify that the minimum number of cabin
attendants required for this type of aircraft, based on either seating
capacity or the actual number of passengers to be carried, are
provided in order to effect a safe and expeditious evacuation of the
aircraft in an emergency evacuation situation. Cabin attendants must
have valid licenses and licenses should be endorsed to signify they
have received training on the particular aircraft they are flying in.
Note: Until the issue of transportation of passengers on cargo aircraft
is definitely resolved at
UNHQ level, in those
62
Cabin Assessment
(ii)
Are the toilet facilities clean and in a serviceable
state?
(iii)
Is the passenger cabin area free from any offending or
nauseous
odour?
64
(iv)
Are passenger seats clean and fresh (to a standard
equivalent to that found in other civilian passenger
aircraft)?
3.4.4.9.2.2 Seats. The following are requirements
applicable to seats:
(i)
Are there sufficient seats to accommodate all
embarking passengers?
(ii)
Are those seats correctly serviced and do they have
adequate seatbelts fitted?
(iii)
Are the seats functional (are they adjustable to
accommodate passenger comfort requirements) and do the
seatbelts function correctly?
3.4.4.9.2.3
(i)
Sufficient, safe and secure storage for the quantity of
baggage to be transported?
(ii)
If and when required, does aircraft have sufficient nets
and cargo tie down equipment? Is it in adequate working
order?
3.4.4.9.2.4 Public Address System. Is the internal
PA system on board the aircraft functional and serviceable?
3.4.4.9.2.5 Overhead lockers. Are they serviceable,
and do the latches or securing device/s function correctly.
3.4.4.9.2.6 Lights. Does the internal lighting
function correctly; is the internal safety lighting (including
exit locator lighting) sufficient and operating correctly; and
do the personal reading lights function correctly (when
applicable)?
3.4.4.9.2.7 Air Conditioning. Does the aircraft
passenger cabin air conditioning function in an acceptable
manner?
3.4.4.9.2.8 Aircraft Safety Instructions. Are there
sufficient aircraft information and safety cards (when
applicable) on board to accommodate the number of
passengers being transported?
3.4.4.9.3 Verify
65
3.4.4.10.2.2
Does the aircraft as provided appear to
be properly maintained?
3.4.4.10.2.3
Is the aircraft as provided fit for the
purpose for which it has been chartered?
66
3.5
signature should appear at the bottom of the standard format under Chief
Administrative Officer.
3.5.3.3 Should the situation arise, where there is no Aviation Safety
Officer present, then the Air Operations Officer conducting the inspection
will fill in the sections pertaining to Air Operations ONLY; all information
relating to the Aviation Safety sections will be left blank.
3.5.4 Instructions for Compilation
3.5.4.1 CAVO and MASO should insure that the format is fully and
properly filled in. Relevant information should be typed or printed clearly in
English and/or where applicable the appropriate box containing the relevant
information ticked.
3.5.4.2 Ratings, whether they be good or unsatisfactory should be
expanded on in the comments box provided. Additional information
considered relevant, or of interest should be included as comments at the
end of the report.
3.5.4.3
68
Documentation Validity
69
70
Aircraft
71
Manager
Aircrew
updated and renewed before expiration; if they are readily available and
well kept etc.
3.5.5.4.3 Pilot(s), Navigator(s), Flight engineer(s), Other
crew member(s), Ground technician(s) qualification and proficiency.
This rating should reflect the way type rating, night, IFR and other
specific qualifications are kept updated; how proficiency checks and
company training are conducted and when (before expiration, timely,
regularly, occasionally, with or without specific programme etc.). Should
also reflect training and licenses of other crewmembers such as flight
attendants and maintenance technicians.
3.5.5.4.4 Aircrew aeronautical English proficiency. Rate
aircrews capability to use aeronautical English in accordance with
standard radio procedures and their ability in general to communicate
with flight following/ATC and you as a safety officer. Remember the
contract states that at least one of the PILOTS should be proficient in
aeronautical English.
3.5.5.4.5 Care / use of UN Equipment. Rate the care all
operator personnel have in the use of UN equipment from radios to
vehicles (when applicable) to furniture, offices, etc. Are they kept
efficient, clean, well-guarded etc.
3.5.5.4.6 Cooperation with the UN Aviation Unit. Base your
rating on items like availability outside normal working hours, initiative
to solve problems effectively and rapidly, mannerism in dealing with UN
personnel, willingness to go the extra mile and any other item you might
consider relevant to his/her cooperation, such as behaviour, appearance
and conduct.
3.5.5.4.7 Disputes with UN members. Rate behaviour in
conflicting situations (especially in the presence of misbehaviour on the
part of UN personnel), self-control, willingness and capability to solve
disputes etc. Report in the notes any disciplinary actions taken.
3.5.5.5
Maintenance
Aviation Safety
77
3.6
General Information
Documentation
82
83
3.6.5.1.5.5
(i)
(ii)
(iii)
Under conditions, shall provide All and
every use incidental to the UNs operations;
(iv)
Include a waiver of subrogation of the
Carriers rights to the insurance carrier against the
UN;
(v)
Provide that the UN shall receive written
notice from the insurers prior to any cancellation or
change of coverage;
(vi)
Specify the registration number of each
Aircraft covered and the amount of third party
liability coverage.
3.6.5.1.6 Crew Licences. Check the Crew Licences to
verify the following:
3.6.5.1.6.1 Are the flight and cabin crew Licences
(including medical) current?
3.6.5.1.6.2 Are the flight and cabin crew Licences
endorsed for this type of aircraft?
3.6.5.1.6.3 Do the Licences carry endorsement from
the national aviation authority of the country of registration
for the aircraft provided?
3.6.5.2
3.6.5.3.1 Does the flight crew contain at least one pilot who
is fully fluent in technical aviation English language, in accordance
with paragraph 7.2 of the Air Charter Agreement?
3.6.5.3.2 Do the flight and cabin crew appear to be
Medically Fit and Trained to perform their duties under the Air
Charter Agreement (Paragraph 7.2 refers)?
3.6.5.3.3 Verify that the minimum Number of Cabin
Attendants required for this type of aircraft, based on number of
emergency exits, seating capacity or the actual number of passengers
to be carried, are provided in order to effect a safe and expeditious
evacuation of the aircraft in an emergency evacuation situation.
3.6.6 Carriers Performance Evaluation
3.6.6.2 The rating which is closest to the air operators performance
should be entered in the appropriate column. The following guidelines
should be used when rating: A: Outstanding (indicating that the operator is
considered highly professional in all areas); B: Very Good (when considered
highly professional in most areas); C: Satisfactory (indicates the operator
meets basic requirements); D: Unsatisfactory (in general the operators
compliance/performance is below requirements). If D is entered a full
explanation must be attached with the report.
3.6.6.2
Aircraft
85
Aircrew
Catering
Local Agent
86
Cabin Assessment
(ii)
(iii)
(iv)
(ii)
(iii)
Aircraft
3.6.7.6.1 Clean - Rate cleanliness appearance
3.6.7.6.2 Comfortable - Rate comfort of all seats
Catering
3.6.7.8.1 Quantity - Rate quantity satisfaction of all meals
provided
3.6.7.8.2 Quality - Rate quality of all meals provided
3.6.7.8.3 Respect religious/ethnic requirements Evaluate how much
religious and/or ethnic
89
Contingent
91
3.7
93
3.8
Use the format and compilation instructions as described in Chapter 5 of the Air
Operations Manual.
94
3.9
96
investigative authority.
4.1.1.4 In case the State of Occurrence declines its rights to
investigate the accident, normally, the primary responsibility for
investigating the accident falls under the State of Registry.
4.1.1.5 Several States do not have the facilities to conduct civilian
aircraft investigations. ICAO Annex 13 permits such States to delegate the
authority to investigate an accident to other Organizations. In planning
Peacekeeping Missions into such States, this instance should be taken into
account and arrangements made to have delegated to the UN the authority
to investigate accidents to UN aircraft. If this were to be the case, the UN
will act as the State of Occurrence and will have all the rights and
obligations for the conduct of an accident investigation listed in ICAO Annex
13.
4.1.1.6 All accidents involving military aircraft are normally
investigated by the Investigating Authority of the State of Occurrence in
conjunction with the relevant investigating authorities of the Government
of the State to which the military aircraft belongs. The UN will be
represented in this investigation as an accredited representative
representing the hirer of the aircraft. The intention to be represented by an
accredited representative shall be filed by the Mission concerned in the
accident to the responsible investigative authority of the State of Occurrence
and to the Government of the State to which the military aircraft belongs.
The designated representative will be the Aircraft Accident Investigator
appointed by Director LSD to conduct the ASTI (See paragraph 4.2.3.1
below). Attached at Annex G is a facsimile of letter of request to the
appropriate investigative authority.
4.1.1.7 The investigating authority in the investigation of a military
cum civil aircraft accident is the State of Occurrence, in cooperation and
coordination with the Government of the state to which the military aircraft
belongs. Same provisions, described at paragraph 4.1.1.2 and 4.1.1.3 (if
applicable) above, apply.
4.1.1.8 The pertinent manuals of ICAO and the UN Aircraft
Accident Investigation Handbook detail the conduct of an accident
investigation.
4.1.1.9 All information pertaining to the investigation of an
accident must be handled as UN Confidential until all investigations are
concluded and decision has been taken on the release of information related
to the accident.
4.1.2 Definition
4.1.2.1 ICAO Annex 13 defines an investigation into any aircraft
accident as follows:
98
A Board of
100
4.2
Aircraft Accident Investigator will also serve as technical advisor to the BOI
Chairman, as specified in the following paragraph 4.3.3.4.
4.2.4.2 The additional Aircrew Investigator (if any) is responsible for
assisting the Aircraft Accident Investigator in obtaining statements from
aircrew and other relevant witnesses and securing photographic evidence.
In addition, the additional Aircrew Investigator is responsible for:
4.2.4.2.1 Recording the position of all cockpit instruments,
controls, switches and aircraft configuration.
4.2.4.2.2 Preparing the wreckage diagram.
4.2.4.2.3 Assisting the Specialist Engineering Member to
identify and tag wreckage debris.
4.2.4.2.4 Obtaining aircrew flight records.
4.2.4.2.5 Obtaining aircraft clearances, briefing forms etc.
4.2.4.2.6 Obtaining recordings and transcripts from
appropriate air traffic control agencies.
4.2.4.2.7 Investigating operating procedures for adequacy
and relevancy to the accident.
4.2.4.2.8 Obtaining weather forecasts and actual weather
report at time of accident.
4.2.4.2.9 Determining adequacy of crash response and
rescue activities, and
4.2.4.2.10
Assisting in the proof-reading, editing and
compiling of the ASTI.
4.2.4.3 If an additional Aircrew Investigator is not appointed, the
tasks described in paragraph 7 will be discharged by the Aircraft Accident
Investigator or by other persons designated by him.
4.2.4.4 The additional Engineering Investigator (if any) is
responsible for obtaining local technical assistance to aid in the engineering
investigation, if required. In addition, the additional Engineering
Investigator is required to:
4.2.4.4.1 Impound aircraft and engine records and
documents.
4.2.4.4.2 Assist the Aircraft Accident Investigator to
determine photographic
requirements for the
102
technical investigation.
4.2.4.4.3 Assist the additional Aircrew Investigator in the
recording position of switches, gauges and levers.
4.2.4.4.4 Supervise identification and tagging of parts, the
removal of which shall be only after such removal has been
authorised by the Aircraft Accident Investigator.
4.2.4.4.5 Ensure that hydraulic, fuel, oil, lubricant and
oxygen samples are taken. Protect them from contamination and
identify samples.
4.2.4.4.6 Investigate and analyse the structural integrity
and functioning of the airframe, flight controls, landing gear, engine,
fuel system, electrical system/components, propellers, previous
history of incidents and unserviceabilities and other facts pertaining
to the engineering aspects of the aircraft.
4.2.4.4.7 Investigate and analyse factors involving
emergency escape systems.
4.2.4.4.8 Ensure that tear down of parts is conducted and
recorded properly, if carried out locally.
4.2.4.4.9 Ensure that parts to be sent out for further
investigation at laboratories are prepared properly.
4.2.4.4.10
Immediately advise the Aircraft Accident
Investigator when it is considered necessary to obtain technical
assistance from other agencies, and
4.2.4.4.11
Assist in the proof reading, editing and
compiling of the ASTI.
4.2.4.5 If an additional Engineering Investigator is not available,
the tasks described in paragraph 9 will be discharged by the Aircraft
Accident Investigator or by other person designated by him.
4.2.5 Execution
4.2.5.1 Many actions and events take place following the
occurrence of an accident prior to the initiation of formal investigative
procedures. Since the Aircraft Accident Investigator is often not amongst
those who first respond to a crash alert, it is important that he learns what
actions have taken place prior to his arrival, who was responsible for them
and what facts were discovered, so that he can effectively organise the
investigation. The Chief Administrative Officer and the Mission Aviation
Safety Officer are normally the
best sources for a detailed
103
case, inform the Chief Aviation Safety Unit, LSD as soon as possible
for discussion, advise, agreement on the additional requirements.
4.2.5.2.7 Study the contents of folders of all aircrew
involved, and examine in particular individual flying accident records.
4.2.5.2.8 Make a list of witnesses and inform them of when
they are likely to be interviewed. To avoid keeping witnesses waiting
for long periods a procedure should be devised so that they can be
called from their normal duties at short notice.
4.2.5.2.9 If appropriate, collect circumstantial evidence,
specialist opinions, results of ground and flight tests, etc.
4.2.5.2.10
Review the material and written evidence and
ensure that all relevant facts have been collected and recorded.
4.2.5.2.11
Determine and set out the findings. Guidance
on factors to be considered is given in the following paragraph
4.5.2.2.
4.2.5.3 The Aircraft Accident Investigator shall also be familiar with
the contents of the following Sections 5.4 and 5.5 related to the conduct and
findings of the Mission BOI. In particular, in the collection and preparation
of evidence and witnesses, he must follow the procedures indicated in
Paragraphs 4.4.3 to 4.4.6.
4.2.6 Assistance Available to the ASTI
4.2.6.1 Should the Aircraft Accident Investigator find, at any time,
during the proceedings of an ASTI into an aircraft accident, that any aspect of
the matter under investigation is outside his/her specialist knowledge, he/she
may ask the appointing authority for appropriate specialist assistance.
4.2.6.1.1 Assistance from Research Centres. Immediately
after an accident is known, or suspected, to have been the result of
malfunction due to contaminated fuel or oil or when there is any doubt
as to the exact cause of the accident, the Aircraft Accident Investigator is
to request the assistance of Research Centres for contamination tests.
Likewise, if any part of the aircraft is suspected to have failed, it is to be
despatched to the appropriate Research Centres for metallurgical
examinations. Research Centres are to be requested to allocate priority
to these examinations and to report the results to the Aircraft Accident
Investigator.
4.2.6.1.2 Aircraft and Engine Manufacturers. Aircraft and
engine manufacturers and their representatives are both keen and able
to assist in investigating accidents to aircraft of their make and their
specialist
advice
is
available on request. This
105
Description of occurrence
Name and number of Persons on Board and of casualties
Initial findings
Any other factors or circumstances uncovered so far by the investigation.
Thereafter, updates to the initial Interim Report will be filed with UNHQ Aviation
106
107
Introduction
5.1.1 This Part of the United Nations Aviation Safety Manual lays down the
basic requirements for an Emergency Response Plan (ERP) and offers a specimen
Plan in Annex "H" to standardize areas of responsibility and action throughout
Peacekeeping Missions in the United Nations.
5.2
Purpose
Objective
5.3.1 The objective of an Emergency Response Plan is to:
5.3.1.1
property;
Function
5.4.1 Each Mission will develop an Emergency Response Plan for aircraft
accidents. The plan will follow the basic format in Annex "H" and should include,
but not necessarily be limited to, the following:
5.4.1.1 Notification to all pertinent agencies that an accident has
occurred. This should include the maintenance of a checklist with names
and contact numbers that will provide for:
5.4.1.1.1 Persons to be notified;
5.4.1.1.2 Units/agencies to be notified; and
5.4.1.1.3 Required reports to be raised including sample
and addresses.
5.4.1.2 Ensure that all assigned personnel understand their terms
of reference and responsibilities pertaining to the plan.
5.4.1.3
Pre-arrange for
108
Task Assignments
5.5.1 The plan should include a list of responsibilities for each personnel,
section or element to which tasks are assigned. These should include but not be
limited to the following:
5.5.1.1
Communications Units
5.5.1.2
Control Tower
5.5.1.3
5.5.1.4
5.5.1.5
UN and Local
Medical Units
109
5.6
5.5.1.6
5.5.1.7
5.5.1.8
5.6.1 This specimen plan (Annex "H"), which will serve as a guide for
compilation, covers the following issues:
5.6.1.1
5.6.1.2
5.6.1.3
5.6.1.4
5.6.1.5
accident.
5.6.2 Other aspects not specifically covered in the specimen plan at Annex
H, but which should be considered by individual Missions in the preparation of
their specific plan, are:
5.6.2.1
5.6.2.2
equipment
5.6.2.3
5.6.2.4
5.7
5.6.2.6
5.6.2.7
Drills/Exercises
Each mission shall conduct Emergency Response Plan exercises and drills
on a regular basis to test the validity of their current plan, identify areas of
improvement and to maintain all concerned personnel trained for the tasks
required of them in case of an aircraft accident.
110
5.8
Types Of Drills/Exercises
5.8.1 There are different types of drills/exercises that can and should be
carried out. The appropriate one to use will depend on the general knowledge that
participants have of the plan, general preparedness of the plan itself and whether
the plan has ever been tested before or not. The following is a list of the types of
drills that can be carried out:
5.9
5.8.1.1
5.8.1.2
Communication Drills
5.8.1.3
5.8.1.4
Full Drills
other agencies and UN Staff involved in the plan) or just a particular area of it, i.e.
Flight Following.
5.10.3 The Mission Aviation Safety Officer decides what part of the
communication system needs to be tested and initiates a this is a drill call to the
first person in the notification list. All concerned should be previously briefed on
communication drill procedures. The person receiving the call should note the hour in
which he/she received the call and then make subsequent notes on the time taken,
problems that they encountered in order to reach the person(s) who were next on the
notification list and so on. Once over, everyone involved should send copies of their
notes to the Mission Aviation Safety Officer so that problems can be ironed out, names
and numbers changed if necessary and so on.
5.11 Area or Particular Task Assignment Drills
5.11.1 Before a full drill can be carried out the Mission Aviation Safety
Officer needs to insure that all the involved areas/agencies/sectors/bases have an
understanding and general overview of the whole plan and more specifically clear
understanding of their particular task and responsibilities. With this in mind the
Mission Aviation Safety Officer, in coordination with each involved
area/agency/sector/base, should develop and carry out a drill to check their
particular response.
5.11.2 In this type of drill the people concerned under the direction of the
Aviation Safety Officer carry out a full drill involving their particular area of
responsibilities. An example of this could be a full drill of the fire fighting team in
an on base accident. A scenario would be set up and everyone involved in the fire
fighting team activated, they would rush to the scene of the supposed accident,
where a mock accident is in place, with a supposed wreck, survivors, bodies, and
so on and the concerned personnel would have to act accordingly.
5.11.3 Before an exercise of this type, drills inspectors should be chosen and
briefed on what is expected of them so that they might evaluate the general
response of the area carrying out the drill. Once over, a debriefing with all involved
personnel should take place. The Aviation Safety Officer should chair debriefing
and all aspects of the drill, be they positive or negative, addressed.
5.11.4 Any errors discovered during the exercise and the debriefing session
should be looked into, the plan corrected and redistributed, before a full drill of the
whole plan is carried out.
5.12 Full Drill
5.12.1 A full drill should be planned and carried out once a year. This drill
should involve the activation of the whole emergency plan and include local agencies
such as SAR, fire fighting teams, local hospitals, ambulances, ATC and so on. This
type of exercise requires a lot of planning to insure that all involved know exactly what
is expected of them.
112
5.12.2 Full drills can be carried out as a surprise exercise to assess the reaction
of people in an emergency. However, this is generally not recommended unless the
plan has been in place and drilled before and those involved are confident of the
effectiveness of the plan itself. For the testing of a new plan all concerned areas should
be involved in the initial planning phases of the drill, meetings held to discuss details
of the scenario, date, time, who should do what, when, where, every possible detail
should be discussed and people told what to expect.
5.12.3 As above, inspectors should be chosen and briefed on what is expected of
them and assigned to evaluate a specific area of the plan and their response in
general. Once the drill is over, a debriefing with all involved personnel should take
place. The Mission Aviation Safety Officer should chair debriefing and all aspects of
the drill, be they positive or negative, addressed.
5.12.4 Any errors discovered during the exercise and subsequent debriefing
should be corrected, included in the plan and redistributed to all concerned. Desk Top
Exercises, Communication Drills and/or Area or Particular Task Assignment Drills will
probably be necessary to insure all concerned know and understand the changes
made.
113
Annex A
TRAINING
A1 Training Policy
A1.1 Sufficient number of Aviation Safety Training Courses to provide 1 course
a year for 50% of the aviation safety personnel, so that each mission safety staff
attends one training course every other year. Training shall be either Basic Training
or Advance Training as described herein. Basic Training is an Aviation Safety
Management Course from one of the institutions listed at paragraph 2.3.3A.2 Advance
Training is any specialized course from the list at listed at paragraph 2.3.3A.3
A1.2 Provide for the participation of all Mission Aviation Safety Personnel to
the 5 days Aviation Safety Seminar to be held each year in UNLB. The relative amount
should be increase by 7% to cover the pro rated participation of UNHQ Aviation Safety
Personnel to conduct the Seminar.
A1.3 Provide for the participation of DOA/CAO and CISS to the 2 days Aviation
Safety Seminar for Mission Management to be held every two years in UNFICYP. The
relative amount should be increase by 7% to cover the pro rated participation of UNHQ
Aviation Safety Personnel to conduct the Seminar.
A2 Basic Training
A2.1
A2.2
A2.3
114
A2.5
A3 Advanced Training
A3.1
A3.2
115
A3.4
A3.5
A3.7
Brazil
VI COMAR, QI 05, Lago Sul
Brasilia - DF, 71.615-600
Tel: (5561) 365 1008
Fax: (5561) 365 1004
E-mail: cenipa@cenipa.aer.mil.br URL: http://www.cenipa.aer.mil.br
Course Title
Flight Safety Course
A3.8
A3.9
117
Course Title
Safety Management and Accident Investigation Course
A3.10 Institute of Continuing Education, National Aviation University, Ukraine
1, Avenue Kosmonavta Komarova
03058, Kyiv-58
Tel: +380 (44) 484 93 49
Fax: +380 (44) 483 73 85
E-mail: ipn@nau.edu.ua URL: http://www.nau.edu.ua/ipn
Course Title
Investigation and Prevention of Air Crashes
A3.11 Federal Aviation Administration, United States
International Training Program
Office of International Aviation
800 Independence Avenue, SW
Washington, DC 20591
Tel: (202) 267-7958
Fax: (202) 267-7172
E-mail: 9-awa-aia-intl-training@faa.gov URL:
http://www.academy.jccbi.gov/ama800
Course Title
Aircraft Accident Investigation
Aircraft Accident Investigation, Part 3 (New Technology and Recurrent
Training)
Aircraft Cabin Safety Investigation
Human Factors in Aircraft Accident Investigation
Rotorcraft Safety and Accident Investigation
A3.12 University of Southern California, United States
School of Engineering/Continuing Education
Aviation Safety Programs
6033 West Century Blvd ste 940
Los Angeles, Ca. 90045
Tel: (213) 740-3995
Fax: (213) 748-6342
E-mail: barr@bcf.usc.edu URL:
http://www.usc.edu/dept/engineering/AV.html
Course Title
Accident/Incident Response Preparedness
Aircraft Accident Investigation
Gas Turbine Engine Accident Investigation
Helicopter Accident Investigation
Photography for Aircraft Accident Investigation
118
Annex B
B1
Safety Management
B1.1 Is the Mission Aviation Safety Officer suitably qualified and experienced?
B1.2 Does the Mission Aviation Safety Officer hold any other primary or
secondary duties?
B1.3 Does the Mission Aviation Safety Officer have a proper office with
adequate clerical support?
B1.4 Does the Mission Aviation Safety Officer keep a fully amended copy of the
relevant publications?
B1.5 Is the Mission Aviation Safety Officer's office ideally located to give easy
and rapid access to decision-making authorities?
B1.6 Does the Mission Aviation Safety Officer maintain adequate contact with
Mission Aviation Safety Officers of other Missions to ensure an adequate exchange of
information?
B1.7 Does the Mission Aviation Safety Officer approach his safety task with
sufficient enthusiasm and tenacity?
B1.8 What records are kept of all occurrences in the base?
B1.9 How is safety publicity dealt with?
B1.10 What consideration has been given to problems associated with aircraft
operations?
B1.11 Is a safety diary maintained?
B1.12 How is hazard reporting encouraged?
B2
B2.4 Do safety publications receive wide distribution and official use? Are
safety bulletin boards conspicuous, neat and up-to-date?
119
B2.5 Are survey conducted periodically and are records maintained of these
surveys?
B2.6 Are all reported occurrences and hazards closely monitored and
scrutinised?
B2.7 Is management sufficiently involved in the safety programme?
B2.8 Is the safety programme practical and is the implementation
satisfactory?
B3
B3.2 Are all aircraft operated in service of the mission adequately equipped for
the operating environment?
B3.3 What precautions are taken in the taxi, marshalling and parking of
aircraft?
B3.4 Are life support and safety equipment in the aircraft in accordance with
current instructions and are they sufficient?
B3.5 What briefings are given to passengers? Are they adequate?
B3.6 What are the smoking regulations and are they strictly enforced?
B3.7 Are aircrew briefings/debriefings adequate?
B4
Airfield
B4.1 Is the airfield inspected daily for serviceability of all surfaces, both hard
standing and grass areas?
B4.2 Are all hard standing areas (runways, taxiways and aircraft parking)
adequate in size and strength for all aircraft that may be expected to use the airfield?
B4.3 How are the hard standing areas kept clear of obstructions and debris?
B4.4 Is the markings, lighting and surface condition of taxiways satisfactory?
How are they maintained?
120
B4.5 Are the undershoot and overshoot areas properly prepared and
maintained?
B4.6 Is there adequate drainage from runways, taxiways and apron areas?
B4.7 Are there specific taxing arrangements and instructions for visiting
pilots?
B4.8 Have all unnecessary obstructions on the airfield been removed? Are all
the remaining obstructions marked or lighted?
B4.9 How are the runways lighted? Is the lighting adequate to meet all night
flying requirements?
B4.10 Where are the obstruction lights in the vicinity of the airfield? Are they
adequate?
B4.11 What sources of auxiliary power are available in the event of main power
failure?
B4.12 Is conversion to auxiliary power automatic upon failure of mains power?
How often is the auxiliary power source checked?
B4.13 How are vehicles on roads passing through or close to the runway
controlled?
B5
B5.1 What diagrams of the airfield does ATC display? Are buildings, hangars,
hard standing areas, taxiways, runways, and local obstructions shown?
B5.2 Is a map of the local area displayed showing the locations of all power
lines and other hazards to low-flying aircraft? Is it up-to-date?
B5.3 What fire-fighting and crash vehicles and procedures exist for dealing
with aircraft crashes and fires, both on and off the airfield?
B5.4 What warning measures concerning local flight hazards are
promulgated?
B5.5 Are local hazards to flight posted in NOTAMs?
B5.6 What liaison exists with ATC at adjacent airfields to ensure maximum
compatibility of local air traffic patterns?
B5.7 Is there a visibility check chart in the tower?
B5.8 What emergency operating
B6.3 How often are the instrument approach procedures in use at the airfield
reviewed and are they as published in the Flight Information Publication (FLIP) and
Terminal Instrument Procedures (TERPS)?
B6.4 What action is taken on reports by pilots of unsatisfactory operation of
the various approach and landing aids?
B6.5 What flying obstructions do the approach and landing aids constitute?
B6.6 What precautions are taken to prevent vehicles etc., being parked so that
they affect approach and landing aids?
B6.7 How are the emergency frequencies monitored?
B6.8 What is the state of readiness of the Ground Control Approach (GCA)
unit?
122
Annex C
C1
General
C1.1 All field missions with organic aviation assets, when preparing their
financial budget in relation to Aviation Safety requirements, shall follow the following
guidelines
C1.2 All missions shall plan for the deployment of the required Aviation Safety
Personnel, as defined below, in accordance with the Aviation Safety Support Plan
attached at Appendix 1 to Annex C.
C2
Personnel Posts
C2.1 Option A
1 Mission Aviation Safety Officer P-3
When:
The expected fleet includes no more than 3 aircraft
The aircraft are permanently deployed in no more than 2 locations
C2.2 Option B
1 Mission Aviation Safety Officer P-4
1 Aviation Safety Assistant FS
When one of the following instances occurs:
The expected fleet includes more than 3 and no more than 10 aircraft, or
The aircraft are permanently deployed in 3 or more locations, all of which
are within 150 NM from mission HQ
C2.3 Option C
1 Mission Aviation Safety Officer P-4
1 Aviation Safety Officer P-3
1 Aviation Safety Assistant FS
When one of the following instances occurs:
The expected fleet includes more than 10 aircraft and no more than 20
aircraft, or
The aircraft are permanently deployed in any number of locations and at
least one of them is more than 150 NM from mission HQ
123
C3
Travel
C3.1 2 Aviation Safety Assistance Visits per year for 1 ASU/UNHQ staff
member who will spend 7 full days in the mission plus travel to/from New York.
1 Aviation Safety Assessment Visit per year for each Carrier under Long Term Charter
Agreement in the Mission for 1 ASU/UNHQ staff member, who will spend 3 full days in
the Carriers base plus travel to/from New York.
C4
Training
Equipment
C5.1 Sufficient funds to purchase items listed in the Accident Investigation Kit
as described at Appendix 2 to Annex C
C6
Publications
C6.1 Sufficient funds to acquire a full set of ICAO Annexes with subscription
to periodic updates; ICAO and IATA Dangerous Goods Manuals. IATA Airport Manual.
124
Appendix 1 to Annex C
1.C1 Mission
1C1.1
To provide advise on Aviation Safety and to implement accident
prevention measures through the establishment, management and execution of the
Mission Aviation Safety Programme.
1.C2 Execution
1C2.1
A Mission Aviation Safety Unit will be established within the Office
of the DOA/CAO in Mission HQ from D Day, manned by the Mission Aviation Safety
Officer (MASO). Full strength of the Mission HQ Safety Unit will be reached at D+15.
1C2.2
Plan on Office Space, Comms, EDP and Vehicles Requirements for
the whole mission safety structure will be prepared by D+2
1C2.3
Preliminary Mission Accident Prevention Programme will be
prepared by D+15.
1C2.4
MASO to conduct Preliminary Safety Surveys to Mission HQ and
Sector HQs by D+15
1C2.5
Bases by D+15
1C2.6
Hazards by D+15
1C2.7
CAO on D+20
1C2.8
1C2.9
1C2.10
D+20
1C2.11
Remainder of mission safety staff will be deployed to Sector HQs
on D+45 or whenever air assets are permanently deployed at Sector HQs.
1C2.12
prepared by D+60
1C2.13
1C2.14
D+90
Appendix 2 to Annex C
Quantity
3
5
3
6
1
6
1
1
1
1
1
4
Various
1
8
1
1
1
1
1
1
1
1
1
1
1
1
1
6
1
1
1
6
4
10
5
1
6
Essential Items
Hardhats (Construction type)
Pair of Safety Goggles
Flashlights (waterproof)
Flashlight Batteries
Motorola Charger (6 Units)
Motorola Radios
Camcorder and Spare Battery
60 Minute Video Cassette (8 mm)
Set of Charger Cables
Digital Camera
35 mm Camera (Close-up Capability)
35 mm roll of film (36 exposure)
Area Maps
Magnetic Compass
Pairs of Work Gloves (Large and Medium)
Measuring Tape (50 M)
Small Hammer
Combination Screw Driver with Various Blades
Pair Diagonal Cutters
Small Knife
Pair Pliers
Dentist Mirror
Retrieving Tool Magnetic
Axe
Shovel
Pick
Nylon Rope (3mm/30m)
UN Accident Investigation Handbook
Fluid Sampling Bottles
Box Reseal able Plastic Bags
Box of Labelling Tags
Box of Gummed Labels
Writing Pads
Types of Envelopes
Pens
Pencils (normal and grease)
Pair of Scissors
Markers
126
3
2
1
1
1
1
1
1
3
3
2 sets
1
2
1
1
1
1
1
3
1
4
2
10
30
1
2
2
1
1
Erasures
Glue
Scotch Tape
Box of Rubber Bands
Ruler 12 or 30 cm
Pair of dividers 7
Box of Nails
Roll of 1 inch Fluorescent Tape
Clipboards
Safety Signal Vests
Earplugs (Perfit)
3m X 3m Plastic sheet or shelter (for shade or rain
protection)
Survival Blankets
Aluminium Box (for storing kit items)
GPS Handheld
Fire Extinguisher (Chemical Dry Powder)
Binoculars
Tape Recorder
Extra Tapes (60 min.)
Portable Computer
Clinometers
E6-B Flight Computer
Disposable protective overalls
Flag Markers
Masking Tape
Handheld Air to Ground VHF/AM Radio
Pocket Calculators
Box of Disposable Surgical Gloves
Set of Chemlites for helicopter night landing
Quantity
3
1
1
3
6
As Req.
As Req.
Additional Items
Bottles of Insect Repellent
First Aid Kit
Bottle of Aspirin Tablets BP 300 mg.
Sterile Burn Dressings
Sun Block Cream
Case(s) of Water
Rations
127
Annex D
ACTIVITIES
JAN
FEB
MAR
MAY
JUL
AUG
OCT
NOV
DEC
X
X
X
SEP
JUN
X
APR
EMERGENCY RESPONSE
PROCEDURES
REVIEW
ACCIDENT PREVENTION
PROGRAM 2003
SAFETY RECOMMENDATIONS
Annex E
OMISSIS
Annex F
1.
The Mission Aviation Safety Officer will normally be nominated to act as liaison
officer between the Mission and the ASTI. The assistance of a competent Mission
Aviation Safety Officer can do a great deal towards bringing an investigation to a
speedy conclusion. The following check list should be used by the Mission Aviation
Safety Officer prior to the arrival of the Aircraft Accident Investigator as a guide to his/
her most probable requirements (refer also to Part II Section 4 paragraph 7):
a.
Safeguarding Wreckage. Except so far as it is necessary to remove the
occupants or prevent obstruction, aircraft wreckage must remain undisturbed
and safeguarded against unauthorized interference until the Aircraft Accident
Investigator gives authority for its removal.
b.
Impounding Pertinent Documents. The following documents are to be
immediately impounded after the accident:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Flight Plans
(8)
Others, if relevant.
Note:
To safeguard the recording from inadvertent damage it
should not be played back until required. As film tape recording
deteriorates rapidly with each playback, where possible such recordings
should be transferred on to magnetic tape before use. Technical
assistance from Company/Military Unit should always be sought for the
handling of Flight Data Recorders and/or Cockpit Voice Recorders.
c.
Photographs of Wreckage. Preliminary photographs must be taken of the
wreckage, particularly if the wreckage has to be disturbed because it is causing
an obstruction. The photographs should also be made available to the Aircraft
Accident Investigator as soon as possible.
131
d.
Sketch Plan of Wreckage. The Mission Aviation Safety Officer should
prepare a sketch plan of the wreckage and debris. Ground scars should also be
plotted and measured. Debris is to be photographed, distance measured from a
reference datum with bearings, before removal.
e.
Witnesses. Prepare a list of possible witnesses the Aircraft Accident
Investigator first and the BOI later may wish to interview and advise them that
they are likely to be required. Where applicable, the local police should be
contacted for names of civilian witnesses. Preliminary unsworn statements
taken immediately after the accident can be considerable assistance to the
Aircraft Accident Investigator/BOI.
f.
The Fire Attendance Report. This should be completed and made
available to the Aircraft Accident Investigator.
g.
Samples. Lox, oil, fuel and hydraulic samples should be obtained as
soon as possible, from both, servicing equipment and the accident aircraft.
h.
Preliminary Aircraft Occurrence Report. The Mission Aviation Safety
Officer should complete the preliminary aircraft occurrence report immediately
after the accident has occurred and forward it to the Aviation Safety Unit UNHQ
as soon as possible.
i.
Damage to Private Property. Preliminary photographs of the damaged
property if any, must be taken. Obtain 2 (two) signed copies of a letter
specifying damage and compensation sought by the owner(s) of the damaged
property. Appropriate Local Government Agency must be summoned as soon as
possible to verify the assessed damage. Two copies of the document duly
certified by the evaluators must be made available to the BOI. This activity
should be conducted in coordination with the Mission Legal Adviser who is the
officer responsible for this action.
2.
The same assistance is to be given to civilian aircraft accident investigations
carried out under the ICAO Annex 13 procedures.
132
The UNITED NATIONS ............ (name of mission) presents its compliments to the ............
(name of investigative authority) and, in relation to the accident which occurred on ........
(date), in ........ (place), to the (aircraft/helicopter) .............. (type and registration marks),
has the honour to request to be represented to the investigation by an accredited
representative in the person of (Mr./Ms.) .................. (name and title of appointed Aircraft
Accident Investigator), in accordance with ICAO Annex 13 Chapter 5.
The UNITED NATIONS ............ (name of mission) avails itself of this opportunity to
express its appreciation to the ............... (name of investigative authority) for its
cooperation and to renew the assurances of its highest consideration.
........... (Date)
........... (Signature of Head of Mission)
133
Annex H
H1
General Situation
Definitions
H3.1 On-Base Accident - An aircraft accident that occurs within the confines
of the airport or within a radius visible from the control tower and readily accessible
by airport crash vehicles and rescue equipment.
H3.2 Off-Base Accident - An aircraft accident that occurs at a distance from
the airport and cannot be visually verified from the control tower as an aircraft
accident.
H4
Administration
H4.1 The Mission Aviation Safety Officer is responsible for the administration
of this plan and will ensure adequacy of formulated plans and procedures.
H5
Responsibilities
Notification
and the secondary crash alarm net initiated by Mission Air Operations Centre. If
notification of an aircraft accident is received from an off-Base source, the information
should be relayed to the Mission Air Operations Centre.
H6.2 Mission Air Operations Centre will in turn notify all key personnel
concerning the accident.
H7
Response Phases
H8.1 The On-Scene Commander (OSC) at the accident site will be the CAO or
any UN staff member or military officer from one of the contingents nominated by the
CAO. In the case of the nomination of a military officer, this nomination should be coordinated with the Force Commander.
H8.2 Each of the three response Phases will be directed by the appropriate
Officer-in-Charge (OiC) of the Phase, who will be given freedom of action to conduct
operations necessary to complete the appropriate response Phase. The OiC will report
phase completion to the On-Scene Commander (OSC). The nominated OiC of the
various Phases are to be as follows:
H8.2.1
Phase I:
H8.2.1.1
H8.2.1.2
The rescue helicopter aircraft commander, until the
Mission Fire Officer arrives and takes command of phase I.
In some missions the functions of the Air Operations Centre could be executed by
the military equivalent in accordance with mission structure and organisation
135
H8.2.2
On-Scene Investigation
H8.2.2.1
H8.2.2.2
H8.2.3
H9
Phase II:
Phase III:
H8.2.3.1
H8.2.3.2
Response Co-ordination
H9.1 The OiC of Phase I will advice the OSC when fire fighting and rescue
operations are completed. As part of Phase I, the armament-qualified personnel will
ensure that all explosive materials in the area have been properly secured.
H9.2 When the accident site has been declared safe, it will be released to the
OiC of Phase II. When he has determined that all needed information has been
obtained from the wreckage, control of the wreckage site will be returned to the OSC
so that Phase III operations may begin.
H9.3 If circumstances surrounding the accident necessitate collection of
human remains, recovery actions will be co-ordinated between the OiC of Phase II, a
medical officer and the OSC. In no case will recovery of remains commence until
Phase I actions are completed, i.e. the site is declared safe. Remains recovery should
then be completed as soon as possible. If moving of wreckage is required to recover
human remains, wreckage evidence should be disturbed as little as possible and a
photographic record of original wreckage positions should be made prior to the
recover.
H9.4 All local and non-local inquiries regarding the aircraft accident will be
referred to the Head of Mission through the Public Information Officer.
H9.5 If the accident is in an area that requires wreckage removal prior to
investigation, complete photographic coverage, notes and measurements must be
taken prior to removal, if possible. Under no circumstances will removal be attempted
until Phase I actions are completed.
H10
Assembly Point
H10.1 The Mission Air Operations Centre will be the centre of activities for coordinating, reporting and organizing the investigation.
H10.2 Convoys will form outside the Mission Air Operations Centre. Normally,
a convoy to an on-base accident will not be necessary. If necessary, those personnel
and equipment authorized to proceed to the scene of an accident will check with the
OSC prior to proceeding to the accident
site. However, fire fighting equipment,
136
crash rescue vehicles and ambulance(s) will proceed directly to the accident scene.
H11
Communications
H11.1 The crash alarm, Motorola Radio Net and/or telephone line will be used
for alerting personnel of aircraft emergencies.
H11.2 A two-way communication is essential between the Mission Air
Operations Centre and the accident site. The Call signs used will be prefixed by the
word "RESCUE" for all personnel involved.
H12
Supporting Plans
H12.1 Each applicable organization, unit or section in the execution of this plan
will prepare individual (detailed) operating instructions in the form of a checklist.
These will cover training, actions required and results expected in the event of an
aircraft accident. The Mission Safety Officer is responsible to verify that these
checklists are indeed prepared. He will periodically review them for effectiveness and
keep an updated copy of all of them.
H12.2 The ERP will be reviewed and revised as necessary to accommodate the
environmental and technical changes. Changes to the ERP will be co-ordinated and
approved by the Mission Aviation Safety Council and then submitted to the Mission
Aviation Safety Officer for reproduction and distribution.
137
1H.2.1.1
1H.2.1.1.1
1H.2.1.1.2
Impact point
1H.2.1.1.3
1H.2.1.1.4
1H.2.1.2
Transmit information that emergency operations are in
progress on UHF, VHF or HF emergency frequencies.
1H.2.1.3
obstructed.
1H.2.1.4
Inform the Mission Operations Centre of the accident,
giving the same information listed above.
1H.2.1.5
Make additional transmissions over the radio, specifically,
when the operational runway is re-opened for take-off and landings.
1H.2.2
Mission Air Operations Centre. It is the responsibility of Mission
Air Operations Centre to inform all key personnel of the information received from the
ATC.
1H.2.3
Other
140
Accident location
Distance and direction of crash from the callers
2H.2.2
2H.2.2.1
2H.2.2.2
Exercise control of air traffic in the vicinity of the accident,
if possible, to assist in pinpointing the accident location;
2H.2.2.3
Provide back-up communications link between crash
convoy and the base.
2H.2.3
Other Units/Organisations. The following organisations will
respond immediately with as much equipment as circumstances warrant. They will
proceed to the accident site if it can be located on the off-base grid map.
2H.2.3.1
2H.2.3.2
2H.2.3.3
2H.2.3.4
2H.2.3.5
f2H.2.3.6
2H.2.4
All other units/organizations not involved in Phase II operations
will proceed to Mission Air Operations Centre. A convoy will assemble at Mission Air
Operations Centre in the following order:
2H.2.4.1
A Military Police/CIVPOL vehicle with an operational radio,
siren and flashing red light (the lead vehicle);
2H.2.4.2
2H.2.4.3
The vehicles despatched from transport section for the
Aviation Accident Investigator, photographer and fuel specialist; and
2H.2.4.4
The recovery and reconstruction team with its predesignated vehicles and equipment.
2H.2.5
In the event the accident area cannot be located on a map or
otherwise pinpointed, Mission Air Operations Centre is to initiate telephone
communications with military, police and civilian agencies in the general area of the
accident and furnish them with known information so that they may assist in SAR
operations. Once the aircraft has been located by military, police or civilian agencies,
all information is to be forwarded to Mission Air Operations Centre.
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Head of Mission
3H.1.2
Force Commander
3H.1.3
DOA/CAO
3H.1.4
Mission Aviation Safety Officer (who will inform the Chief,
UNHQ Aviation Safety Unit)
3H.1.5
3H.1.6
Civilian air Operator Manager or Military Commander of the
aircraft and/or aircrew involved in the accident
3H.1.7
3H.1.8
3H.1.9
3H.1.10
3H.1.11
3H.1.12
3H.1.13
Others, as required.
3H.2
A list of all key personnel with office and residence telephone
numbers must be prepared and be ready for use at the Mission operations Centre.
Home addresses should also be included.
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CAO
4H.1.1.1
executed; and
4H.1.1.2
are underway.
4H.1.2
4H.1.2.1
Upon notification of an accident, proceed to the
Mission Air Operations Centre; and
4H.1.2.2
4H.1.2.3
4H.1.2.4
Establish a control centre at Mission Air Operations
Centre for the purpose of executing the ERP; and
4H.1.2.5
4H.1.3
4H.1.3.1
Prepare and transmit the Preliminary Aircraft
Occurrence Report in accordance with the established procedures;
4H.1.3.2
Monitor and assist the overall investigation of the
accident and submission of required reports;
4H.1.3.3
Maintain supplies and equipment required for the
Accident Investigation;
4H.1.3.4
In liaison with Senior Engineering Officer ensure that
LOX, oil, fuel and hydraulic samples are obtained as soon as possible
following an accident. Samples must be taken from both the source and
the accident aircraft;
4H.1.3.5
Co-ordinate with the Aircraft Accident Investigator to
terminate crash site guard as soon as practicable;
4H.1.3.6
Ensure
4H.1.3.8
4H.1.4
4H.1.4.1
Ensure that all engineering records associated with
the accident aircraft are immediately impounded and delivered to the
Mission Aviation Safety Officer;
4H.1.4.2
Obtain and store in proper containers, LOX, fuel, oil,
hydraulic, oxygen samples from the accident aircraft and servicing
equipment for the accident investigation;
4H.1.4.3
4H.1.4.4
Provide personnel, equipment and facilities for
aircraft recovery and reconstruction as requested by the Aircraft Accident
Investigator. Tag and identify aircraft parts, if necessary;
4H.1.4.5
Ensure that proper recovery and salvage equipment
are available and serviceable;
4H.1.4.6
Provide personnel to assist in the accident
investigation as required;
4H.1.4.7
4H.1.5
Provision of a photographer.
4H.1.5.1
Ensure that all flight and maintenance records of the
involved aircraft are collected and delivered, un-tampered with, to the
Mission Aviation Safety Officer at Mission Air Operations Centre;
4H.1.5.2
Assist the CAO in collecting information concerning
the accident and aircrew and be available to assist in casualty
notification; and
4H.1.5.3
Collect and provide to the Mission Aviation Safety
Officer all records (initial and amendments, if any) related to the tasking
of the flight concerned, including passenger and cargo manifests.
4H.1.6
4H.1.6.1
immediately;
4H.1.6.2
Make assessment of the situation and recommend to
CAO for approval on the following as required:
4H.1.6.2.1
Closure of airfield;
4H.1.6.2.2
4H.1.6.2.3
emergency.
4H.1.6.2.4
4H.1.7
4H.1.7.1
Ensure availability of qualified personnel and
ambulance and equipment on a 24-hour basis;
4H.1.7.2
Ensure that ambulances are properly equipped to
include current crash grid maps. Equipment should include two-way
radio, crash splint unit, crash tools, fire extinguisher, crash remains
pouches and body bags, sufficient medical supplies required to treat
casualties, oxygen therapy equipment and blankets;
4H.1.7.3
Ensure that crash ambulances with appropriate
personnel respond either directly to the accident scene or, when off-base
convoy is necessary, to the convoy assembly point at base operations;
4H.1.7.4
Ensure that additional ambulances and personnel
are dispatched to the accident site when required;
4H.1.7.5
required;
4H.1.7.6
Ensure that all crewmembers are removed to the
hospital regardless of degree of injury and obtain blood, urine, and other
physiological samples;
4H.1.7.7
Provide a medical officer to accompany the initial
response ambulance to the accident site;
4H.1.7.8
Release medical records to the Aircraft Accident
Investigator and later to the Chairman of the BOI on personnel involved
in the accident, if requested; and
4H.1.7.9
Investigator.
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4H.1.8
4H.1.8.1
Ensure the Transport Officer is informed and make
the necessary vehicle arrangements. The type of vehicles requested will
depend upon the location of the accident site. Additionally, furnish
transportation as needed by the Aircraft Accident Investigator; and
4H.1.8.2
Ensure that fuel-servicing record associated with the
accident aircraft's last servicing is impounded.
4H.1.9
Marshall
4H.1.9.1
Ensure that adequate guards are available to proceed
to the scene of the aircraft accident. Guard requirements should be coordinated with the OSC or the Aircraft Accident Investigator;
4H.1.9.2
Ensure that guards are thoroughly instructed on the
importance of securing the wreckage and preventing tampering,
maintaining proper relations with the press and public and ensuring
public safety. Any enquiry for information and photographs must be
referred to the Public Information Officer; and
4H.1.9.3
crash convoy.
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