Safety Management & Consideration of Change

Safety Management & Consideration of Change

Safety management “seeks to proactively identify hazards and to mitigate the related safety risks before they result in aviation accidents and incidents”

While we cannot remove all risk from what we do, we are left in a situation when we must learn to work with and manage the risk; we need a method that will enable us to make risk-based decisions.

Learning to manage risk and make risk-based decisions as an integral part of the organisational structure.

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CAMO Considering Aircraft Reliability Trend Monitoring

As a part of the CAMO function it is key to consider aircraft reliability and ensure that trend monitoring aid the approved maintenance program in being effective.

The range and depth of analysis and interpretation will depend upon your specific operation and the operation of the aircraft. It can be easier to consider the process in two sections: the data gathering (1) and then resulting actions (2).

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Mod Status and Aircraft Capability List

Again, our wish is to to get some good comments going on this post so that we can come up with a definitive list.
During a mid-lease inspection, the lessor gets an opportunity to review the modification status and aircraft capability by means of the technical consultant performing a physical inspection of the aircraft.

Mid-Lease Inspections to verify aircraft modifications and capability would often involve looking at the following items;

*ACARS – Aircraft Communications Addressing and Reporting System – Confirm ACARS capability by reviewing FCOM (Flt Crew Ops Manual; if power is available, verify through MCDU (multifunction Control Display Unit) by checking for datalink printer; annotate the P/N into your checklist and report.

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Aircraft Damage Assessment

Damage on an aircraft will be assessed and then can end up with one of two different requirements:

Damage requiring a physical repair or Damage not requiring a physical repair.

There are times when damage may transition from not requiring a physical repair to requiring one – for example it might be acceptable to fly for a limited number of cycles/flight hours with the existing damage, but at that stage it will require a physical repair.

To consider damage that does not have a physical repair we can follow through some simple steps:

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