Safety Risks and Defenses in the Aviation Industry

This paper analyzes the present safety risks in the aviation industry, including Loss of Control In-Flight, Mid-Air Collisions, Controlled Flight into Terrain, Runway Incursion, Runway Excursion, Onboard Fire, Ground Handling/Operations, Mechanical/Engine Issues, Violation/Sabotage, Bird Strikes, Fatigue, and External Threats. It also provides defenses to mitigate the significant seven safety risks and recommendations to reduce the risks. The subject is aviation safety, and the course code, course name, and college/university are not mentioned.

Safety Risks and Defenses in the Aviation Industry
Contents
INTRODUCTION................................................................................................................................1
PRESENT SAFETY RISKS....................................................................................................................1
1. Loss of Control In-Flight (LOC-I)...............................................................................................1
2. Mid-Air Collisions (MAC)..........................................................................................................2
3. Controlled Flight into Terrain (CFIT)........................................................................................2
4. Runway Incursion.....................................................................................................................2
5. Runway Excursion....................................................................................................................3
6. Onboard Fire............................................................................................................................3
7. Ground Handling/Operations..................................................................................................3
8. Mechanical/Engine Issues........................................................................................................4
9. Violation/Sabotage..................................................................................................................4
10. Bird Strikes.............................................................................................................................5
11. Fatigue....................................................................................................................................5
12. External Threats.....................................................................................................................6
DEFENSES TO MITIGATE THE SIGNIFICANT SEVEN SAFETY RISKS...................................................6
1. Loss of Control In-Flight (LOC-I)...............................................................................................6
2. Mid-Air Collisions (MAC)..........................................................................................................6
3. Controlled Flight into Terrain (CFIT)........................................................................................7
4. Runway Incursion.....................................................................................................................8
5. Runway Excursion....................................................................................................................8
6. Onboard Fire............................................................................................................................8
7. Ground Handling/Operations..................................................................................................9
CONCLUSION & RECOMMENDATION............................................................................................10
REFERENCES...................................................................................................................................11

INTRODUCTION
This paper focused on through analysis on the most abundant safety risks to the aviation
industry and the management available to reduce the seven safety risks.
Safety risk is commonly defined as “the probability and of the consequences or outcomes of a
hazard.” (ICAO Doc 9859 – Safety Management Manual, 2013)
Moreover, this paper would provide rational and constructive analysis of objective in order to
evaluate risks of the safety present in the aviation industry along with management to reduce
the same with possible solutions.
It is impossible to eliminate the risk posed in aviation industry. Moreover, few of the risk
management measures are not achievable because of high cost. Some additional risk factors
that can cause harm to surroundings including people are acceptable until a threshold level set
by the authorities of aviation industry and the society.
PRESENT SAFETY RISKS
The current top safety issues for the aviation industry are:
1. Loss of Control In-Flight (LOC-I)
According to IATA Safety Report, LOC-I is defined as “ loss of Control While In-Flight”.
Loss of Control (LOC-I) In-flight significantly contributes in fatal accidents worldwide. It means
that the flight crew was not unable to sustain the balance of the aircraft in flight at low speed,
high bank angle and low-pitch, which in turn give rise to an deviation from the defined flight
path that cannot be recovered.
For example, On 14th April 2018, a Boeing 737en-route northwest of Philadelphia, USA a
sudden unpredicted failure occurred in the left engine at approximately 32,000 feet which
resulted in the death of a passenger who was presented near a cabin window. It occurred
because of quick decompression and it resulted from the debris breaking the cabin window.
However, the flight came back to Philadelphia without causing more significant injury and death
incident. When investigation was taking place, it was observed that because of the metal
fatigue in a single fan blade the failure happened and further it shear from the hub. The
investigation was taking place for similar engine by aircraft manufactures for determining the
airworthiness.
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2. Mid-Air Collisions (MAC)
“A Mid-Air Collision (MAC) defined as an incident where two aircraft collided with each other
while both are in flight.” (EASA European Aviation Safety Plan 2013-2016)
After separation of Aircraft,it was observed that mid-air collisions occurred due to the lack of
awareness of the situation and errors in the navigation.
For example, On 29th Sept. 2006, a Boeing 737-800en-route, Mato Grosso , Brazil come in
contact with an Embraer Legacy E135 coming from opposite direction at 37,000 feet.
Consequently, due to loss of control in mid-air, it crashed and resulted in the death of 154
passengers. Howver, The crew of other flight was successfully recovered from crash and
diverted to the nearest airport. Investigation indicated that instruction error caused by the
Legacy to descend to 36,000 feet. Moreover, disappearance of altitude occurred due to the
mistake of Legacy crew who switched off their transponder, which resulted in MAC.
3. Controlled Flight into Terrain (CFIT)
According to IATA Safety Report , Controlled Flight into Terrain defined as “an in-flight collision
with terrain, water, or obstacle without indication of loss of control.”
As per ICAO, CFIT is defined as one of the high-risk occurrence, which causes
accidents .consequently, collision with the ground take place, which causes death.
Weather, disorientation, Pilot fatigue and failure are the contributing factor to use of Standard
Phraseology.
For example, On 24th March 2015, after the flight Captain left for use the lavatory the first
Officer of a Germanwings A320 locked deck door. Subsequently, crashing of flight into the
French Alpes took place at a descent from 38,000 feet that killed all 150 onboard. Investigation
report suggested that aim was suicide and first officer had a history of mental illness even
before joining as pilot. In the “process for medical certification of pilots ‘ it was not detected
that he was “suffering from mental disorder with psychotic symptoms”.
4. Runway Incursion
A Runway Incursion is described as “Any occurrence at an aerodrome including the incorrect
presence of an aircraft, vehicle or person on the protected area of a surface designated for the
landing and takeoff of aircraft.” (ICAO Doc 4444 - PANS-ATM)
weather, English language and aerodrome design competence are contributed in the incident.
For example, On 27 May 2012, an Airbus A320 departing from Barcelona, Spain was cleared
byground controllers to taxi across an active runway on which a Boeing 737-800 was about to
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land. Before entering the runway, the pilot requested for clearance considering the B737
approach. Nevertheless, the instruction error occurred and it was too late to stop before
crossing the unlit stop bar. The collision risk was eliminated due to the instruction given by ATC
to the B737 to go around. However, investigation suggested that the main cause of this incident
occurred due to lack of knowledge of runway configuration change in progress by the ground
controller.
5. Runway Excursion
It defined as “A veer off or overrun off the runway surface.” (ICAO)
For example, On 20th March 2009 on runway 16 at Melbourne Airport an Emirates Airbus A340-
500commenced a normal reduced-thrust takeoff. During the takeoff, a tail strike. Consequently,
due to wrong flight crew data entry, The insufficient thrust was set which resulted in an
overrun.
6. Onboard Fire
Onboard Fire defined as fire taking place in any part of an aircraft.
its early stages onboard, as soon as the fire is detected in the flight, immediate effective role of
the crews is to extinguish for avoiding total loss of the aircraft. Once the fire has been
established, it is unachievable task for the crewmembers to extinguish it.
There are 3 catagory of onboard fire – engine fire, cabin fire and hidden fire. Hidden fire is the
most dangerous type.
For example, On 11th July 1946, in Pennsylvania, the crash of a Trans World Airlines Lockheed
Constellation due to an uncontrolled fire near reading. After departure on this the flight, the
crew began to suspect the fire because of smell of burning insulation. Immediately, the cockpit
door was opened by the flight engineer and they reported to the Captain,“The whole cabin is
on fire.” (Civil Aeronautics Board, 1946).
The flight crew tried to manage the fire that was not useful ultimately. Flight deck was filled
with smoke, which partially concealed the instrument panel. For resealing the smoke and
finding airport, the training captain opened the window however, the flight lost control, which
resulted in the airplane crash, killing every passenger of the plane. The training captain was only
person saved in the crash. The accident report suggested that:
“The most immediate cause of the plane crash was loss of control of the aircraft because pilots
were unable to maintain adequate control due to the denseness of the smoke filled in crew
compartment.” (Civil Aeronautics Board, 1946)
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7. Ground Handling/Operations
According to IATA, “Ground Handling defined as the complex series of processes which
required for separating an aircraft from its load (passengers, baggage, cargo and mail) on arrival
and combine it with its load prior to departure”.
This involves collisions that usually take place during boarding, servicing, loading, and deplaning
the aircraft, Jet Blast propeller blade strikes, pushback events, and rotor wash ground handling
occurrences, aircraft external preflight configuration errors. These processes lead to
subsequent events and all parking areas.
For example, On 7th October 2013, after arriving at parking stand in Manila, Philippines a
sudden fire incident took place in the rear hold of an Airbus A330 shortly. The fire was
controllable only after huge damage occurs to the rear hold. The investigation determined that
the unsatisfactory airport fire service along with the actions of the flight crew, ground crew
caused the fire. Moreover, inappropriately packed dangerous goods was found in the passenger
bag which was the source of the fire.
8. Mechanical/Engine Issues
Mechanical issues manage power loss issues, functionality of landing gear, and component
failure.
However, it is impossible to solve such issues. The only solution is that in an emergency
situation, controllers‘s best judgment and expertise manage the issue. To handle such
circumstances, EUROCONTROL made a generic checklist which should to be followed.
However, this checklist works well in conjunction with local ATCprocedures.
e.g.On 2nd June 2006, at Los Angeles, USA, for maintenance purposes ,when high-power ground
run carried out in designated run up area, an uncontrollable failure of the high-pressure turbine
of (HPT) stage 1 disc in the No. 1 engine took place in American Airlines Boeing 767-200ER fitted
with GE CF6-80A engines. Significant damaged occurred in both engines and the aircraft
because of the fuel-fed fire. However, no injury occurred to the three maintenance personnel
presented on board and two observers on the ground.
9. Violation/Sabotage
A violation is described as defined as “a deliberate act of misconduct which gives rise to the
deviation from established regulations and practices”. (ICAO Doc 9859 – Safety Management
Manual, 2013)
For example, On14th April 2015, a night Area Navigation approach to Hiroshima, Japan after
failing to go around from a very low height an Airbus A320 was continued below minima and
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touched the ground at 325 meters before landed the runway. Before stopping, the aircraft
strike a permitted ground installation, then slid onto the runway and experienced severe
damage. In the emergency evacuation, only 28 were minor injured out of 81 passengers. The
investigation suggested that a gross violation of minima committed by captain.
10. Bird Strikes
A bird strike is common phenomena and defined as “a collision between a bird and an aircraft
which is in flight, may be during takeoff”. Other wildlife strikes are common phenomenon (with
bats or ground animals). (ICAO)
Bird strikes can take place in any phase of flight but mostly observed during the takeoff, initial
climb, approach and landing phases. The prime reason behind this is that a significant numbers
of birds fly at lower levels. Majority of bird strikes observed in daylight hours since most birds
fly during the daytime.
For Example, On 15th January 2009, after being striked by a flock of Canada Geese United
Airlines Airbus A320-200 experienced complete loss of thrust in both engines and it approached
ground level at 3000 feet above after takeoff from New York LaGuardia Airport. Due to absence
any alternatives, the aircraft was crashed in the Hudson River. Out of the 150 people on flight,
one flight attendant along with four passengers was experienced severe injury. The
investigation suggested that the issue of 35 Safety Recommendations is associated with
ditching, bird strike and low-level dual engine failure.
11. Fatigue
Fatigue defined as physical exhaustion, which extends beyond normal tiredness. The effect of
fatigue is equivalent with consumption of alcohol. This in turn affects the capability of individual
to react rapidly to emergencies. Communicate can become poor and that in turn define the
safe limits of individual actions; and productive operation.
For example, On 12th June 2015, before starting night non-precision approach to Kosrae,
Micronesia, a Boeing 737-300 crew committed error by forgetting to set QNH (Q code
indicating the atmospheric pressure adjusted to mean sea level).because of this error, EGPWS
(Enhanced Ground Proximity Warning System)Alerts occurred but it was initially determined as
false alarm . The third time occurred before climbing when the eventual go-around was first
mis-flown and descent to within 200 feet of the sea took place. The investigation suggested the
violation of the approach checklist, no ATC support .Moreover, the step-down profile
communicated for the NDB/DME (Non-Directional Beacon/Distance Measuring Equipment)
procedure flown as well as the potential effect of fatigue on the Captain.
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12. External Threats
Lithium batteries– This threat involves issues arises due to safe carriage of lithium batteries in
cargo on passenger and freighter aircraft. It also observed inside checked passenger baggage or
carry-on baggage.
Cyber security– This issue defined as the growing concern of the secure interconnectivity of
airborne along ground-based systems.
DEFENSES TO MITIGATE THE SIGNIFICANT SEVEN SAFETY RISKS
1. Loss of Control In-Flight (LOC-I)
In order to manage the risk of LOC-I accidents the focus should be given on effective prevention
as well as recognition and recovery training. Pilot training mainly focuses on the need for
avoiding distraction while flying the aircraft and dealing with emergency conditions within
flight. This further ensure the necessary responses for losing control alerts such as warning,
bank angle and negative wind shear are followed (Maurino et al. 2017) .
Continious management training focuses on Visual Flight Rules pilots planning and evaluate
their flight to stay in Visual Meteorological Conditions
2. Mid-Air Collisions (MAC)
The main defenses against MAC are:
 Strategic conflict management
 Classification of airspace, , route structure , flight levels, Airspace design and
Standard Instrument Departure Route along with Standard Arrival Route around
airports.
 Flexible use of airspace along with air traffic flow and capacity management capacity
planning and flow management.
 Multi-sector planning and traffic synchronization .
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 Tactical conflict management
 Air Traffic Control conflict management instruct the separation between aircraft.
 Pilot conflict management – Pilots ensure that the aircraft avoid other aircraft, at
times with the support of information obtained from Air Traffic Control.
 ATC collision avoidance
 Short-term conflict alert (STCA)
 Air Traffic Controller‘s warning has no direct role for separation.
 Airborne collision avoidance
 Visual airborne collision avoidance
 Airborne collision avoidance system (ACAS)
3. Controlled Flight into Terrain (CFIT)
There are 3 types of systems that provide flight crew sufficient information and alerting them
for detecting a potentially hazardous terrain situation:
 Terrain Avoidance and Warning System (TAWS)
 Ground Proximity Warning System (GPWS)
 Enhanced Ground Proximity Warning System (EGPWS)
A Ground Proximity Warning System defined as a safety net that provides a distinguished
warning to pilots based through the radio altimeter reading along with terrain closure rates,
during the time when airplane is in close hazardous proximity to terrain. This basic system was
mandatory in many countries and this in turn significantly reduced the number of CFIT
accidents. However, it has a significant limitation be since it solely depends on the radio
altimeter for measuring proximity to terrain (Westrum and Adamski 2017). This indicates that
there was insufficient time to avoid the change in terrain for steeply rising ground.
From 1997, the Honeywell facilitate Ground Proximity Warning System, which had been
developed for overcoming the potential limitation. It relates aircraft position from a GPS source
and this can be internal to the equipment or fed from the aircraft FMS (Flight Management
System), to an almost worldwide terrain/obstacle/airport database. This equipment regularly
updated by manufacturer. A logical set of reliable safety measures and warnings can be created
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which use both the radio altimeter and relative position. Subsequently, other Original
Equipment Manufacturers manufactured similar systems and ICAO as Terrain Awareness and
Warning Systems (TAWS) has generically identified all.
4. Runway Incursion
These defenses include:
 Situation awareness maintenance by flight crew as well as others to active runways.
 situation awareness maintenance by Tower and Ground Controllers ATCOs as well as Air
Traffic Controllers in the active runways
 Use of the Traffic Collision Avoidance System display by flight crew, which provide
situational awareness of other aircrafts.
 use of relevant features of Runway Awareness and Advisory System by flight crew
 Use of ICAO Standard Phraseology
 Presence of ICAO standard Runway Lighting and Taxiway Lighting that involves the
installation of Runway Status Lights (RWSL) along with Runway Holding Point Lighting
 Use of Enhanced Vision Systems (EVS)
 Presence of ICAO standard Runway Markings and Taxiway Surface Markings and Signs
5. Runway Excursion
 Accurate calculation should be done for maximum operating weight, relevant critical
speeds field and length required. The calculation based on reported ambient conditions
and prevention of a runway excursion can be done by correct input of calculation into
aircraft flight systems
 It should be suggested not to make decision to reject a takeoff after V1 (Decision Speed)
unless it is not possible to rotate. Decision can be taken it is certain that the safety of
the aircraft would be endangered after takeoff.
 If minor runway excursion observed, ICAO regulations that specify minimum cleared
areas adjacent to and at either end of runways should make sure that damage occurred
aircraft that leaves the surface of a runway is not severe.
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6. Onboard Fire
Aircraft Fire Extinguishing Systems
It is onboard systems which designed to manage fires that can happen either in the air or on
the ground. Four types of aircraft fire extinguishing systems are following:
 Hold Fire Extinguishing Systems
This system mainly navigates by the flight crew when abnormal heat detection observed
in an aircraft hold.
 Portable Extinguishers
Portable extinguishers that present in the aircraft cabin or flight deck is used for
managing a range of fire types that includes solid materials such as cabin fixtures and
furnishings, flammable liquids and electrical fires.
 Toilet Waste Bin Bottle Extinguishing Systems
This fire extinguishers system are activated automatically if activation of heat detectors
are observed
 Engine Fire Bottles
Fire Bottles present in engine compartments are electrically operated by flight crew
after manual selection
7. Ground Handling/Operations
To manage the risks for improving safety and optimize efficiency, different organizations
provide a specialized training in order to handle things such as Ramp Resource Management
training.
Ramp Resource Management (RRM) training is defined as the team-related training in order to
optimize personal safety along with flight safety, and the efficiency of turnaround the aircraft.
The purpose of RRM training is to:
 Minimization of incidents of aircraft/equipment damage as well as personal injuries;
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 Increase the awareness and recognition of human factors along with their effect on the
aircraft turnaround
 safety barriers improvement against human error;
 Minimization of operational disruptions;
CONCLUSION& RECOMMENDATION
Thus it can be concluded that assignment provide the detailed explanation of the most
common safety risks posed in aviation industry and also the ways to manage it.
Safety risk management is essential in aviation. It is crucial to implement by airline operators,
maintenance and training organizations, and aerodrome operators. These strategies usually
recognize and evaluate the risk along with reduce the risk while accept few risks. Investigation
reporting forms and risk management process should be documented for future reference by
the organizations.
Apart from finding the prime causes of incidents, most investigations reveal threats. The
efficient investigation process involves the recognition and discrimination between an last
consequence, an unsafe event caused by hazards.
Few investigation reports restrict conclusion and interventions taken to immediate or direct
causes only. They neglect any indirect hazards/threats. Therefore, it is suggested that this gap
can be closed by linking the incident investigation and hazard recognition processes.
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