AVIATION SAFETY PROGRAM

EASTERN SKY AIRLINES

DIEGO LUIS PALACIN ENDERS
INDEX
1. SECTION ONE: SAFETY POLICY
2. SECTION TWO: SAFETY AND HEALTH RESPONSIBILITIES
3. SECTION THREE: EMPLOYEE PARTICIPATION
4. SECTION FOUR: SAFETY RULES AND REGULATIONS
5. SECTION FIVE: DISCILINARY POLICY
6. SECTION SIX: HAZARD RECOGNITION, PREVENTION AND CONTROL
7. SECTION SEVEN: ACCIDENT/INCIDENT REPORTING
8. SECTION EIGHT: EMERGENCY PLANING AND RESPONSE
9. SECTION NINE: SAFETY AND HEALTH TRAINING AND EDUCATION
10. SECTION TEN: SAFETY AND HEATH ASSISTANCE RESOURCES
11. SECTION ELEVEN: CONTACT INFORMATION

SECTION ONE
SAFETY POLICY
Safety is a team effort – Let us all work together to keep this a safe and healthy workplace
Eastern Sky Airlines places high value on the safety of its employees and passengers. Eastern Sky Airlines is committed to providing a safe workplace for all employees and has developed this Aviation Safety Program for injury and accident prevention to involve management, supervisors, and employees in identifying and eliminating or reducing hazards that may develop during ground or air operations. Eastern Sky Airlines Safety Program objective is to create a safety culture in which we stress to all employees that safety is as important as any other business function. Only thought the joint commitment on the part of management and employees can workplace accidents and injuries be reduced or eliminated. Employees should be encouraged to not only work safely and report unsafe conditions, but also take an active role in safety and health by participating in meetings, filing safety reports and propose any changes to this safety program.

NOTE: SOME SECTIONS HAVE BEEN REMOVED FOR TRAININNG PURPOSES

SECTION SIX
HAZARD RECOGNITION, PREVENTION AND CONTROL
The scope of hazards existing in the aviation operation environment is very wide. For this reason hazard recognition is a complex process as it considers an extensive range of possible dangers. Eastern Sky Airlines is well aware of all the possible hazards that ground or flight crews can be exposed to. The objective of this section is to mention the most important hazards that present a threat to our operation together with a thorough explanation of their nature, analysis of previous accidents and a meticulous listing of the solution our Aviation Safety Department uses to eliminate or reduce the risk of having an accident.
List of Hazards discussed in this section: a. Foreign Object Damage (FOD) b. Lightning c. Ice and Snow d. System Failures e. Structural failures f. Stalls g. Fire h. Bird Strikes i. Volcanic Ash j. Electromagnetic Interference k. Controlled Flight into Terrain (CFIT) l. Fatigue m. Autopilot hazards n. Runway Safety o. Criminal and terrorist acts

NOTE: SOME HAZARDS HAVE BEEN REMOVED FOR TRAININNG PURPOSES

K. CONTROLLED FLIGHT INTO TERRAIN
Introduction
According to the Aviation Supplies & Academics, Inc. (ASA) dictionary of aeronautical terms controlled flight into terrain or CFIT is defined as “a situation where a mechanically normally functioning airplane is inadvertently flown into the ground, water, or an obstacle.” The previous definition is further supported by the fact that the crash is done unintentionally with no prior awareness on the part of the crew of impending a collision. Flight crew situational and terrain awareness have been identified as the basic causes of CFIT accidents.
1. Situational awareness: “The accurate perception by pilots of the factors and conditions currently affecting the safe operation of the aircraft and the crew (the Aviation Supplies & Academics, Inc.).”
2. Terrain awareness: “Terrain awareness is defined as the combined awareness of aircraft position, aircraft altitude, applicable minimum safe altitude (MSA), terrain location and features and other threats such as man-made obstacles (Airbus Flight Operations Briefing Notes).”
CFIT fatalities and the cost to airlines suggest that this type of accidents are one of the leading hazards in nowadays aviation operation. According to the Flight Safety Foundation “The escalating costs of each accident in financial and human terms are significant and are not tolerable by the industry or the traveling public (Flight Safety Foundation Flight Safety Digest Volume 17 & 18, 1998/1999).”

Background Information – Statistical Data
According to the Flight Safety Foundation “CFIT events account for approximately 45 % of approach-and-landing accidents but are the leading cause of fatalities (Flight Safety Foundation Flight Safety Digest Volume 17 & 18, 1998/1999).”
CFIT statistics provided by Airbus suggest that the vast majority of CFIT accidents occur with hilly or mountainous terrain.

(Airbus Flight Operations Briefing Notes)
Background Information – Previous Accidents There have been a vast number of CFIT accidents that date back to the year 1942. Accidents like Eastern Air Lines Flight 401 where: “the cockpit crew became fixated on a faulty landing gear light and had failed to realize that the autopilot had been switched off. The distracted crew did not recognize the plane's slow descent and the otherwise completely airworthy aircraft struck swampy ground in the Everglades, killing 101 out of 176 passengers and crew” (Wikipedia), is one important example on how a well-trained and experienced crew can crash a perfectly functioning airplane. Another important CFIT accident is the American Airlines Flight 965. The airplane “crashed into a mountain near Cali, Colombia. The crew failed to recognize a series of navigational errors they had made, and forgot that they had deployed the air brakes. All eight crewmembers and 152 of the 156 passengers were killed (Wikipedia).” The two mentioned accidents are just some of the many accidents that have been classified as CFIT. The amount of CFIT accidents suggest that prevention of this type of errors is a primary concern in nowadays aviation environment.
Causes
There is a vast list of reasons of why a well functioning airplane might crash into terrain. Reasons like bad weather, navigation equipment failure or aircraft system failures may increase the chance of colliding with terrain, but it is claimed that pilot error is the single biggest factor leading to a CFIT accident. Factors like fatigue, loss of situational awareness, or disorientation may lead experienced and well-trained flight crews to commit a CFIT. A study performed by the Joint Safety Analysis Team (JSAT) on CFIT on 1988 they concluded that the most common problem in CFIT accidents was flight crew failure to follow procedures (SOPs). The following chart represents the conclusions their study came to:

(JSAT, 1998)
Prevention
Eastern Sky Airlines considers these factors critical for the overall operation and therefore we present the following company strategies and personal line-of-defense to avoid accidents. The following procedures and techniques are designed for flight crews to enhance their terrain awareness.
Airport and Flight Familiarization Program Eastern Sky Airlines provides an extensive online training program to familiarize flight crews with the airports to be operated and the routes to be flown. This familiarization program consists on high-resolution material, and high definition dynamic and animated video programs made available to all pilots for them to study and review before each flight. It is also company policy for new pilots to conduct a route familiarization check as a flight crewmember with a check airman or as an observer with an instructor as pilot in command of the flight. It is also required for pilots to maintain a 3-month route proficiency for them to be able to make the flight to an special airport where terrain is identified as a hazard (if expired, the pilot will be assigned a flight with an instructor).
Cockpit Preparation and Briefings Flight crews should pay special attention to the cockpit preparation procedure because it is a time critical task that is subject to distractions from ground personnel and dispatchers. It is company policy for flight crews to close the cockpit door before attempting to perform any briefing (to avoid unnecessary distractions). The first step of any good route awareness procedure is for the flight crew to cross-check the computerized flight plan against the ATC clearance and the FMC using SID Enroute charts, the CDU and the navigation displays to make sure flight crews are aware of the correct terrain threats. The briefing “should include the following terrain-awareness-items, using all available charts and flight deck displays to support and illustrate the briefing of: Significant terrain or obstacles along the intended departure course, and the SID routing and minimum safe altitudes (Airbus Flight Operations Briefing Notes).” It is company policy for flight crews to make special emphasis on the mentioned items.
Sterile Cockpit “In the 1970s, the airline industry was plagued by a rash of what came to be called CFIT accidents. In several cases, the cockpit voice recorder indicated a high degree of casual conversation and persiflage in the cockpit, implying a neglect of essential duties. As a result, the FAA promulgated FAR 121.524, which decreed that while moving on the ground under its own power or flying below 10,000 feet mean sea level (MSL), the cockpit was to be “sterile,” meaning no nonpertinent conversation could take place. During sterile periods, there can be no entry into the cockpit by the cabin crew for nonessential reasons (Wells & Rodrigues, 2004).” There are no actual statistics that support the efficacy and effectiveness of this rule but it is company policy, and a plus for safety, to keep cockpit conversation and activities during these period to focus only on flying, navigating and communicating.
Standard Instrument Departures A published standard instrument departure procedure route is designed so that airplanes maintain a safe vertical and horizontal separation with hazardous terrain. It is company policy for flight crews not to accept any direct route to any point if below the minimum safe altitude for the sector being flown; by this we mean that flight crews should fly the published instrument departure by all means (if the flight crew encounters hazardous weather, the pilot in command may choose to deviate below the MSA using proper judgment and under his/her responsibility). Flight crews should also “monitor the correct sequencing of the flight plan at each waypoint and the correct guidance after sequencing the waypoint, particularly after a flight plan revision or performing a DIR TO, i.e.: Ensure that the direction of turn and the TO waypoint are in accordance with the SID and in case of an incorrect flight plan sequencing and/or incorrect lateral guidance, perform a DIR TO [an appropriate waypoint] or revert to selected lateral navigation (Airbus Flight Operations Briefing Notes).” Flight crews performing a SID procedure should crosscheck the route to be flown with the required navaids using raw data (VOR or NDB radials, courses and distances).

Engine Out procedures Engine out procedures have been designed for flight crews to fly in case of an engine failure. When an airplane looses an engine during takeoff the overall performance is greatly reduced and safe terrain separation may be put in jeopardy. These engine-out procedures have been designed to guide flight crews on what route to fly to maintain a safe terrain separation. Here is an example of a published of a company-approved engine out procedure for Mexico City:

(Jeppessen, 2012)
Enroute Navigation Flight crews should always fly with the appropriate high or low enroute charts readily accessible to be aware of the airway minimum safe altitude and nearby terrain that may represent a threat in case of an emergency descent or an engine out drift down. It is also very important for flight crews to maintain a good situational awareness of nearby terrain in the case of an FMC failure or if any doubt exists about the lateral FMC guidance.
Flight Progress Monitoring and Enroute Escape Routes “During climb cruise and descent, flight crew should: Monitor FMS guidance and navigation accuracy, monitor instruments and navaids raw data (as applicable), use all available information (i.e., cockpit displays, navaids raw data and charts), and request confirmation or clarification from ATC if any doubt exists about terrain clearance, particularly when being radar vectored (Airbus Flight Operations Briefing Notes).” Eastern Sky Airlines provides flight crews with studied and approved enroute escape routes in case of an emergency descent due to loss of pressurization or an engine failure over mountainous terrain. These escape routes should be kept readily available and flight crews must constantly review the required route to be flown and the minimum safe altitudes (specified on the escape route) the airplane can fly for the sector to be flown. Here is an example of a company-approved escape route used by our South American subsidiary airlines for the route Lima (Peru) – Sao Paulo (Brazil):

Descent Preparation Just like on the initial cockpit preparation flight crews are required to perform a complete briefing regardless on their familiarization of the airport to be used. The briefing should be as detailed as possible placing special attention on descent profiles, hazardous terrain, energy management and escape maneuvers in case of any issue. Flight crews should use all available resources like ATIS, area charts, STAR charts, approach charts, airport features, automation use, and minimum safe and vectoring altitudes to enhance terrain awareness and for both pilots to “reach and share a common mental model of the approach (Airbus).”
Standard Terminal Arrival Routes Eastern Sky Airlines maintain the same policy mentioned in the SID portion of this section regarding vectors below MSA, the sequencing of the waypoints in the FMC, a direct-to a fix instruction and/or weather deviations. There are some other important facts that flight crews must be aware of when performing a STAR. Pilots must be aware of whether or not the arrival is radar- monitored by ATC; If it is, both pilots must review and have readily available the minimum vectoring altitude chart in case ATC decides to vector the airplane to the airport. It is also very important to mention, “changes in clearances should be fully understood before being accepted and implemented (Airbus Flight Operations Briefing Notes).” Flight crews should also make the appropriate call-out when there are required altitude constrains to be satisfied. Airbus recommends that in order “to enhance the flight crew’s terrain awareness, a callout “Radio altimeter alive”, should be announced by the first crewmember observing the radio altimeter activation at 2500 ft height AGL (Airbus Flight Operations Briefing Notes).” These recommendation has been chosen by the safety department to become obligatory for all flight crews to perform in all the instrument approaches regardless of having or not hazardous terrain nearby. Last but not least, Eastern Sky Airlines recommends (not mandatory) flight crews to keep airplane rate of descents within reasonable limits to avoid unnecessary GPWS activation (which would require flight crews to execute an immediate go-around procedure due to company policy). A good rule of thumb according to the Airbus Flight Operations Briefing Notes is to “consider a maximum vertical speed and reduce this maximum limit with decreasing altitude (e.g., not exceeding – 5000 ft/mn when below 5000 ft AGL, - 4000 ft/mn below 4000 ft, - 3000 ft/mn below 3000 ft, – 2000 ft/mn below 2000 ft and – 1000 ft/mn when on the final descent segment).”
Circling or Visual Approaches When accepting a visual approach or a circling approach make sure the airport is always kept in sight; only accept these type of approach to land procedures under visual meteorological conditions. When performing these approaches, be aware of the obstacle clearance protected and the maximum speeds (PANS-OPS or TERPS) according to the aircraft category being flown. If for any reason the flight crew looses visual contact with the runway it is company policy for pilots to immediately execute the published missed approach procedure and/or request radar vectors to an initial approach fix (or a safe fix) to try another approach procedure.
Terrain Navigation Display Eastern Sky Airlines has invested a large sum of money to include in every single airplane the terrain feature on navigation displays. It is mandatory for at least one flight crewmember to have the terrain feature on every takeoff and landing below 10,000 ft MSL. The terrain display should be used to enhance terrain awareness since it provides information on nearby terrain with different colors according to the threat it represents (airplane altitude compared to the terrain altitude). Boeing has established as an airplane limitation that “the use of look-ahead terrain alerting and terrain display function is prohibited within 15 nm of takeoff, approach and landing at an airport (Boeing 767 Volume 1 Limitations, 2009).” The compliance with this limitation is company policy and its mandatory for flight crews to comply with it regardless of the airplane type being flown. In other words, terrain display will only be used as a navigational reference and not as an approved terrain separation guidance tool.
Ground Proximity Warning Systems Escape Maneuver Training
According to Boeing the ground proximity warning system provides “time-critical alerts for potentially hazardous flight conditions involving imminent impact with the ground (Boeing 767 Volume 2, 2009).” The “GPWS provides voice callouts to assist the flight crew with situational awareness and to advise the flight crew of the aircraft’s approximate height above the ground (Boeing 767 Volume 2, 2009).” Since Eastern Sky Airlines considers the GPWS to be a critical tool in preventing CFIT accidents, all of the airline airplanes have been equipped with it. Standard GPWS alerts are radio altitude based and provided for the following: a. Excessive and severe descent rate b. Excessive terrain closure rate c. Altitude loss after takeoff or go-around d. Unsafe terrain clearance when no in the landing configuration
Eastern Sky Airlines has recently approved a CFIT prevention program in which the company will invest in equipping all of the fleet with Enhanced ground proximity warning systems. “Enhanced GPWS provides look-ahead terrain awareness, including alerting and display functions. These functions compare the airplane’s geographic position and altitude against an internal terrain database to predict and display potential conflicts between the airplane flight path and terrain (Boeing 767 Volume 2, 2009).” It is mandatory for all flight crews to execute the ground proximity warning escape maneuver when any of the following alerts are presented: Caution obstacle, caution terrain, terrain, don’t sink, glide slope, sink rate, too low flaps, too low gear, too low terrain, or pull up. Flight crews should not hesitate to perform this maneuver regardless of whether the airplane is under VMC (aural warnings may be omitted on certain approved airport approach procedures where its impossible not to have some kind of warning) or the pilot in command thinks the situation under control. Any flight crewmember that does not comply with this company policy will be subject to administrative penalties or even losing his/her job (according to the aviation safety committee conclusions).
NOTE: The escape maneuver procedure is located on every Quick Reference Handbook (QRH).
Crew Resource Management, Coordination and Communication (CRM) “Crew resource management (CRM) training is an example of a general-purpose training that offers a remedy for a broad, perhaps poorly defined class of problems, the origins are inadequate or inappropriate communication in the cockpit (Wells & Rodrigues, 2004).” It is Eastern Sky Airlines company policy for flight crews to apply CRM practices in all phases of flight to enhance communication in the cockpit. Good crew communication is essential for situational awareness since it is used as a double check procedure to verify that the appropriate course of action is being performed. “Emphasize the following terrain-awareness elements of an effective cross-check and back-up: Assertive challenging by the pilot not flying, standard call outs, excessive-parameter-deviation callouts and, task sharing and standard calls for the acquisition of visual references (Airbus Flight Operations Briefing Notes).”
Standard Operating Procedures Easter Sky Airlines standard operating procedures (SOPs) have been developed by experienced flight crewmembers in order to emphasize terrain awareness. It is company policy for flight crews to perform departure, cruise, and arrival briefings as directed in this section as well as on the checklists provided on board. Flight crews should always pay special emphasis on approach procedures, energy management, barometric-altimeter use, go around procedure, ground proximity warning system escape maneuvers (as directed on the flight crew training manuals), and the use of terrain navigation displays. The use of standard callouts and double check procedures is essential for flight safety, for that reason it is mandatory for flight crews to comply with the established measures. Strict adherence to established standard operating procedures is asked for all flight crews to comply with.
NOTE: Company Standard Operating Procedures for each type of airplane are located in the Quick Reference Handbook.
Conclusion
“The solution to combating CFIT accidents starts on the ground. Pilots need to properly prepare to safely execute the maneuvers required during takeoff, initial climb, final approach, and landing phases of flight. Whether VFR or IFR, each flight has critical flight segments. How the flight segments are planned for and handled determines, to a great extent, the safety of the flight (FAA, 2003).” CFIT has been identified as an active threat to Eastern Sky Airlines, for this reason the company safety team has developed the mentioned mandatory procedures for flight crews to follow in order to reduce the possibility of an incident or accident. Effective crew communication, adherence to standard operating procedures, and all of the mentioned strategies and line-of-defenses must be complied by every flight crewmember.
REMEMBER: SAFETY STARTS WITH YOU!

NOTE: SOME HAZARDS HAVE BEEN REMOVED FOR TRAININNG PURPOSES

NOTE: SOME SECTIONS HAVE BEEN REMOVED FOR TRAININNG PURPOSES

Sources
1. FAA. (2003). Controlled Flight into Terrain Awareness Advisory Circular 61-134
2. Wells, A. T., & Rodrigues, C. C. (2004). Commercial Aviation Safety (4th ed.). New York, NY: The McGraw-Hill Companies.
3. Joint Safety Analysis Team (JSAT). (1998). Controlled Flight Into Terrain.
4. Wikipedia. (2012). Controlled Flight Into Terrain. Retrieved March 6th, 2012 from http://en.wikipedia.org/wiki/Controlled_flight_into_terrain
5. Flight Safety Foundation Flight Safety Digest Volume 17 & 18. (1998/1999). An Analysis of Controlled-flight-into-terrain Accidents of Commercial Operators, 1988 through 1994.
6. Airbus. (n.d.) Flight Operations Briefing Notes: Operating Environment, enhancing Terrain Awareness.
7. Boeing. (2009). Boeing 767 Volume One (normal procedures and limitations). Retrieved from Boeing Operational Manual provided for Lan Airlines.
8. Boeing. (2009). Boeing 767 Volume Two (aircraft systems). Retrieved from Boeing Operational Manual provided for Lan Airlines.
9. Jeppessen. (2012). Mexico City Approach Charts. Retrieved March 6th, 2012 from www.jeppessen.com/icharts