Aviation “safety’s in a rut,” Dr. Tony Kern told attendees at the Bombardier Safety Standdown in Wichita this fall. The key to getting out of that rut, he said, is to make pilots realize they can’t rest on today’s safety record. Kern is the CEO of Convergent Performance, a Colorado-based human-performance consulting company, and the author of seven books on human performance.
The Association of Air Medical Services (AAMS) hosted its air medical safety summit last month in Washington, D.C. Topics covered at the event included enhancing professionalism, data collection, coordinated communications, technology and developing a low-altitude infrastructure that supports the helicopter EMS community.
In advance of this month’s Air Charter Safety Foundation Safety Symposium, one of the event’s speakers, Robert Carraway, wrote about the difficulty of developing a working safety culture in any industry.
There are no petri dishes where we could grow a perfect strain of safety culture and inject it into those aviation organizations that clearly seem to need it. Come to think of it, all airlines and repair stations could use a booster shot of safety culture to keep their organizations fighting the constant pressures to move aircraft and save money, often by cutting corners.
Since the August 2007 acquisition of StandardAero (Booth No. 1918) by Dubai Aerospace Enterprise (DAE), the Tempe, Ariz.-based company has launched a number of new initiatives, including the expansion and redesign of some of its facilities, the opening of a new PW600 test cell and the implementation of a safety management system (SMS).
The European helicopter safety team (Ehest) released the preliminary results of the first European-wide helicopter accident study on October 13, during a conference in Cascais, Portugal. The Ehest is now transitioning from analysis to the development of an action plan. Ultimately, the goal is to reduce the helicopter accident rate by 80 percent by 2016, consistent with the goals of the international helicopter safety team (IHST).
Last month saw the deadline on the second of two notices of proposed rulemaking to ease fuel-spill prevention, control and containment (SPCC) rules for fuel trucks and fuel farms. Under the proposal, fuel suppliers would no longer be required to have “sized secondary containment,” removing the mandate that fuel trucks must be parked in special containment or “bermed” areas when not in service.
The deadline has been extended to October next year for FBOs and others who operate fueling facilities and fueling trucks to meet new spill prevention, control and containment (SPCC) rules. The former deadline was April 18 this year. Under the new requirements, a facility must make any necessary amendments to its SPCC plan, and implement it, on or before Oct. 31, 2007.
The deadline has been extended to October 31 next year for FBOs and others who operate fueling facilities and fueling trucks to meet new spill prevention, control and containment (SPCC) rules. The former deadline was next month.