Lessons Learned from Airport Safety Management Systems Pilot Studies (2012)

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50 GLOSSARY OF TERMS Accident: FAA System Safety Definition: An unplanned fortuitous event that results in harm (i.e., loss, fatality, injury, system loss); also see Risk Severity. The specific type and level of harm must be defined; the worst-case severity that can be expected as the result of the specific event under study. Various contributory hazards can result in a single accident; also see Contributory Hazard, Cause, Root Cause, and Initiating Events (www.aviationglossary. com/aviation-safety-terms/accident/). Airport Categories: Airport categories are defined as follows: 1. Commercial service airports are publicly owned air- ports that have at least 2,500 passenger boardings each calendar year and receive scheduled passenger service. Passenger boardings refer to revenue passenger boardings on an aircraft in service in air commerce whether or not in scheduled service. The definition also includes passen- gers who continue on an aircraft in international flight that stops at an airport in any of the 50 states for a nontraffic purpose, such as refueling or aircraft maintenance rather than passenger activity. Passenger boardings at airports that receive scheduled passenger service are also referred to as enplanements. A. Nonprimary commercial service airports are commercial service airports that have at least 2,500 and no more than 10,000 passenger board- ings each year. B. Primary airports are commercial service airports that have more than 10,000 passenger boardings each year. Hub categories for primary airports are defined as a percentage of total passenger board- ings within the United States in the most current calendar year ending before the start of the current fiscal year. For example, calendar year 2001 data are used for fiscal year 2003 because the fiscal year began 9 months after the end of that calendar year. The table depicts the formulas used for the defini- tion of airport categories based on statutory provi- sions cited within the table, including Hub Type described in 49 U.S.C. 47102. 2. Cargo service airports are airports that, in addition to any other air transportation services that may be available, are served by aircraft providing air transportation of only cargo with a total annual landed weight of more than 100 mil- lion pounds. “Landed weight” means the weight of aircraft transporting only cargo in intrastate, interstate, and foreign air transportation. An airport may be both a commercial ser- vice and a cargo service airport. 3. Reliever airports are airports designated by the FAA to relieve congestion at commercial service airports and to provide improved general aviation access to the overall community. These may be publicly or privately owned. 4. The remaining airports, while not specifically defined in Title 49 U.S.C, are commonly described as general aviation airports. This airport type is the largest sin- gle group of airports in the U.S. system. The category also includes privately owned, public use airports that enplane 2,500 or more passengers annually and receive scheduled airline service. The airport privatization pilot program authorized under Title 49 U.S.C., Sec- tion 47134, may affect individual general aviation air- ports (FAA 2012). Airside: All activities that take place on the movement and nonmovement areas of an airport (as compared to terminal or landside). Baggage makeup area: The area in which an airport’s bag- gage delivery system is housed, where baggage screening occurs, and where bags are loaded, unloaded, and transferred using carts and other ground service equipment. Causes: Actions, omissions, events, conditions, or a combina- tion thereof, which led to the accident or incident. Events that result in a hazard or failure are causes; causes can occur by themselves or in combinations. Class: Airports are classified into four classes, based on the type of air carrier operations served: Type of Air Carrier Operation Class I Class II Class III Class IV Scheduled large air carrier aircraft (30+ seats) X Unscheduled large air car- rier aircraft (30+ seats) X X X Scheduled small air carrier aircraft (10–30 seats) X X X Class I airports: Airports serving all types of scheduled operations of air carrier aircraft designed for at least 31 passenger seats (large air carrier aircraft) and any other type of air carrier operations are Class I airports. These air- ports currently hold an Air Operator’s Certificate (AOC) and may serve any air carrier operations covered under Part 139. Accordingly, the operators of these airports must comply with all Part 139 requirements. Class II airports: Airports that currently hold a limited AOC (or airports that have maintained an AOC after loss of scheduled large air carrier aircraft service) are either Class II airports or Class IV airports. Class II airports are those airports that serve scheduled operations of small air carrier aircraft and unscheduled operations of large air car- rier aircraft. Class II airports are not permitted to serve scheduled large air carrier operations. GLOSSARY OF TERMS AND ACRONYMS

51 Class III airports: Class III airports are those airports that serve only scheduled operations of small air carrier air- craft. As specified in the authorizing statute, airport certi- fication requirements are not applicable to certain airports in the state of Alaska. Class IV airports: Airports that currently hold a limited AOC (or airports that have maintained an AOC after loss of scheduled large air carrier aircraft service) are now either Class II or Class IV airports. Class IV airports are those airports that serve only unscheduled operations of large air carrier aircraft. Effect: The potential outcome or harm of the hazard if it occurs in the defined system state (FAA 2012). Federal Docket Management System: The FAA assigns a docket identifier (ID) to each rulemaking document pro- ceeding which is posted on the Federal Docket Manage- ment System. Each rulemaking document that FAA issues in a particular rulemaking proceeding, as well as public comments on the proceeding, displays the same docket ID. The Federal Docket Management System can be found at http://www.regulations.gov (FAA 2012). Final rule: A final rule sets out new or revised requirements and their effective date. It also may remove requirements. When preceded by a Notice of Proposed Rulemaking (NPRM), a final rule will also identify significant substan- tive issues raised by individuals in response to the NPRM and will give the agency’s response. Foreign object debris/damage (FOD): Foreign object debris or foreign object damage. According to the National Aero- space Standard 412, maintained by the National Associa- tion of FOD Prevention, Inc., foreign object debris is a substance, debris, or article alien to the vehicle or system which would potentially cause damage. FOD is any dam- age attributed to a foreign object that can be expressed in physical or economic terms that may or may not degrade the product’s required safety and/or performance charac- teristics. FOD includes a wide range of material, including loose hardware, pavement fragments, catering supplies, building materials, rocks, sand, pieces of luggage, and even wildlife [NAS 412 Foreign Object Damage/Foreign Object Debris (FOD) Prevention, http://www.nafpi.com/(2012)]. Hazard: Any real or potential condition that can cause injury, illness, or death to people; damage to or loss of a system, equipment, or property; or damage to the environment. A hazard is a condition that is a prerequisite to an accident or incident (FAA 2006). Hub type: Airports are defined by a percentage of annual passenger boardings: 1. Large hub: 1% or more 2. Medium hub: At least 0.25%, but less than 1% 3. Small hub: At least 0.05%, but less than 0.25% 4. Nonhub primary: More than 10,000, but less than 0.05% 5. Nonprimary commercial service: At least 2,500 and no more than 10,000 (FAA 2012). Human factors: Human factors involve gathering informa- tion about human abilities, limitations, and other char- acteristics, and applying it to tools, machines, systems, tasks, jobs, and environments to produce safe, comfort- able, and effective human use. In aviation, human fac- tors involve the study and application to better understand how humans can most safely and efficiently be integrated with the technology. That understanding is then trans- lated into design, training, policies, or procedures to help humans perform better. Incident: “An occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations” (FAA 2006). Investigation: A process conducted for the purpose of acci- dent or incident prevention, which includes the gathering and analysis of information, the drawing of conclusions, including the determination of causes, and, when appro- priate, the making of safety recommendations. Movement area: The runways, taxiways, and other areas of an airport that are used for taxiing or hover taxiing, air taxiing, and takeoff and landing of aircraft, exclu- sive of loading ramps and aircraft parking areas (FAA 14 CFR 139.3). Notice of Proposed Rulemaking: A NPRM proposes FAA’s specific regulatory changes for public comment and con- tains supporting information. It includes proposed regula- tory text. Nonmovement area: The nonmovement area consists of aircraft gates, the terminal, cargo facilities, hardstands, taxi lanes, the perimeter roads, and the vehicle drive lanes. This area is also referred to as the ramp, apron, or tarmac. Both aircraft and ground vehicles move on the nonmove- ment area. Property damage: Any damage or adverse condition that limits or prevents the use of a structure or building or that requires repairs. Risk: The composite of predicted severity and likelihood of the potential effect of a hazard in the worst credible system state. Types of risk include: 1. Identified risk: That risk that has been determined to exist using analytical tools. The time and costs of anal- ysis efforts, the quality of the risk management pro- gram, and the state of the technology involved affect the amount of risk that can be identified 2. Unidentified risk: That risk that has not yet been iden- tified. Some risk is not identifiable or measurable, but is no less important. Mishap investigations may reveal some previously unidentified risks. 3. Total risk: The sum of identified and unidentified risk. Ideally, identified risk will comprise the larger portion of the two. 4. Acceptable risk: The part of identified risk that is allowed to persist after controls are applied. Risk can be determined acceptable when further efforts to reduce it would cause degradation of the probability of success of the operation, or when a point of diminishing returns has been reached.

52 the risk. The SRM process is embedded in the operational system; it is not a separate and distinct process. Safety risk: The composite of the likelihood (i.e., risk) of the potential effect of a hazard, and predicted severity of that effect (FAA 2010). Safety risk mitigation: Anything that mitigates the safety risk of a hazard. It is important that safety risk controls necessary to mitigate an unacceptable risk be mandatory, measurable, and monitored for effectiveness. Safety risk assessment (SRA): A SRA is the formal process of analyzing a “system” change and assessing the associ- ated hazards and risks, proposing mitigations, and assigning oversight or monitoring of the corrective action. ACRONYMS AC Advisory Circular ACM Airport Certification Manual AIP Airport Improvement Program ARFF Aircraft Rescue and Fire Fighting FBO Fixed-base operator FOD Foreign object debris/damage ICAO International Civil Aviation Organization NPRM Notice of Proposed Rulemaking OSHA Occupational Safety and Health Administration SMM Safety Management Manual SMS Safety management system SRA Safety risk assessment SRM Safety risk management 5. Unacceptable risk: The portion of identified risk that cannot be tolerated, but must be either eliminated or controlled. 6. Residual risk: The remaining safety risk that exists after all control techniques have been implemented or exhausted, and all controls have been verified. Only verified controls can be used for the assessment of residual safety risk. Root cause analysis: A systematic approach to identify- ing, investigating, categorizing, and eliminating the root causes of safety related incidents. Safety: A condition in which the risk of harm or damage is limited to an acceptable level. Safety management system (SMS): A formal, top-down business-like approach to managing safety risk. It includes systematic procedures, practices, and policies for the management of safety. It also includes safety risk manage- ment, safety policy, safety assurance, and safety promotion (FAA 2007). Safety risk management (SRM): A generic term that encom- passes the assessment and mitigation of the safety risks of the consequences of hazards that threaten the capabilities of an organization, to a level as low as reasonably practi- cable. The objective of safety risk management is to pro- vide the foundations for a balanced allocation of resources between all assessed safety risks and those safety risks for which control and mitigation are viable. A formal process within the SMS composed of describing the system, identi- fying the hazards, and assessing, analyzing, and controlling