Aviation Safety Analysis System

Aviation Safety Analysis System database categories. 

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The Aviation Safety Analysis System was developed by FAA, and its databases fall under the four categories shown in Figure 9.2 [6]. These categories are regulatory data, airworthiness data, operational data, and organizational information. 

FAA Federal Aviation Administration, 2010, DOT/ FAA/AM-10/13.2013. Office of Aerospace Medicine, Causes of General Aviation Accidents and Incidents Analysis Using NASA Aviation, Safety Reporting System Data, Washington DC, U.S. Department of Transportation press. 

Example 1 Figure 13.5 shows an analysis of the incentives that the different participants in the US Aviation Safety Reporting System (ASRS) receive. ASRS is a system for the reporting of incidents and human errors for use in accident prevention. To promote reporting, the following measures have been taken ... 

Cardosi, K., P. Falzarano, and S. Han. 1998. Pilot-controller communication errors An analysis of Aviation Safety Reporting System (ASRA) Reports. Report No. DOT/FAA/AR-98/17. Federal Aviation Administration (FAA), Washington, D.C. 

In this paper, an agent-based approach was introduced for analysis of the dynamics of accidents and incidents in aviation. Although agent-based modeling and simulation has been widely applied to study complex systems (see, e.g. [8]), it has not yet been commonly accepted within the domain of aviation safety (see [6]). The presented approach makes use of a number of elements, including formalization of a real world scenario, agent-based simulation of variations of the scenario, and formal verification of dynamic properties against the (empirical and simulated) scenarios. The scenario... 

The used approach for the Static Analysis of software used for the Independent Assessment of the Temelin Safety System Software was cost consuming. However it makes possible to discover software anomalies which could be not found in manual check. It results from experience, that this way of assessment software is suitable not only for safety control system analysis in nuclear power systems but for transport and aviation as well. 

Hayward, B. and Lowe, A. (2004). Safety investigation systemic occrrrrence analysis methods. In K.-M. Goeters eA.), Aviation Psychology Practice and Research, (pp. 363-80). Aldershot Ashgate. 

The first software standard to adopt an evidential approach was the Civil Aviation Authority s SWOl. This is the first part of a 3 part standard (HWOl, covering hardware, and SYSOl covering systems will follow). Some assumptions regarding the content of SYSOl are made by SWOl, namely that software safety requirements have been derived from a full risk and safety analysis of the system . 

James Hallock, Ph.D. CAIB member (engineering/technical analysis) manager, Aviation Safety Division, Volpe National Transportation Systems Center June 1, 2004... 

The primary system safety tools being used are hazard analysis and fault tree analysis. However, the transit industry could very much benefit from more human factors safety analysis. Though the industry has used it before, it has never been applied to the same level of detail as it has in the commercial nuclear power industry or civil aviation. Even though quantitative human factors safety analysis is still controversial, it could prove useful in the transit industry. Some countries, such as Erance, have already started to look more deeply into this. 

Section 13.3 outiines the principles of modeling packaging and food, using two simple but effective examples. They illustrate the concepts of critical steps, or materials or substances critical for food safety via a quantitative failure mode, effects and criticahty analysis (FMECA) approach, derived from concepts used by the aviation or electronic industry for critical systems. It is a systematic approach which today facilitates the risk management at the sector scale, of several thousand references or complex assemblies integrating various materials and dozens of substances [NGU13] via an expert distributable and modifiable system FMECAengine [VIT 11b]. 

In most civil aviation System Safety Assessments, this event originates from a Function Hazard Analysis (FHA, see Chapter 3), but it can also come from any other hazard identification technique (e.g. ZS A or PRA). An FTA is a deductive approach (i.e. top down) that determines how a given state (i.e. the undesired event) can occur. It does not identify all failures in a system in a way that inductive tproaches (such as an FMEA) would. 

Some government organizations require or apply system safety methods for construction projects. A project may require selective use of methods. Organizations apply system safety in some construction projects. Included are the Nuclear Regulatory Commission, the Department of Defense and its service agencies, the Federal Aviation Administration and others. Some projects may simply require use of preliminary hazard analysis that leads to a site safety plan for a project. Complex facilities that integrate specialized equipment into the project may require failure mode and effects analysis or even fault tree analysis. 

Because so much of aviation is controlled by people, human factor analysis tools are at the heart of the aviation industry. Different types of human factors analyses are used in air navigation, such as air traffic control, crew resource management in the cockpit, and even appropriate design and maintenance of aircraft systems. Fault tree analysis, fault hazard analysis, FMEA, and different probabilistic risk tools are also used in the detailed design of safety critical subsystems. 

Chapter 9 presents various important aspects of airline and ship safety, including U.S. airline-related fatalities and accident rates, aircraft accidents during flight phases and causes of airline crashes, world airline accident analysis, air safety-related regulatory bodies and their responsibilities, aviation recording and reporting systems, noteworthy marine accidents, ship safety assessment, and ship port-related hazards. 

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