소형항공기의 지속감항성 관리체계 구축을 위한 연구

Chicago Convention, 1944 is an instrument of international law which is produced by the International Civil Aviation Organization (/CAO), regulate international civil aviation including aviation safety material that binds to all /CAO member States. Aircraft is a high-tech product in order to set aviation safety requirements and regulations are very strict non-negotiable slightest. The regulations are very strict in the aviation world devoted to creating a safe flight. Realization of aviation safety depends on a variety of factors related to both quality and disciplined crew, passenger awareness of the importance of aviation safety (body and protective facilities) and natural factors.

The Council held a post-assembly session June 21 to 29, 1951 in which air navigation problems figured most prominently. The Council established universal radio telephony procedures recommended by the Airworthiness and the Communications Divisions during their fourth sessions and incorporated them into Amendment 4 to Annex 10 (Aeronautical Telecommunications) of Standards and Recommended Practices for implementation November 1, 1951. The Air Navigation Commission was authorized to establish a small standing committee, proposed by the Airworthiness and Operations Divisions, to make tentative amendment to Annexes 6 and 8 (Operation of Aircraft, Airworthiness of Aircraft). The Council also approved the implementation January 1, 1952 of the Revised Supplementary Regional Procedures in Meteorology. On the advice of the Air Navigation Commission, the Council approved the proposal by the United States and France to include the New York-Paris circuit in the Aeronautical Fixed Telecommunications Network of the European and the Mediterranean Region, subject to review by the European and Mediterranean Regional Air Navigation Meeting in February. Amendments 23 to 28 to Annex 4 (Aeronautical Charts) were adopted; and unless disapproved by a majority of contracting states they would become effective November 1, 1951 and implemented January 1, 1952. The Council endorsed the establishment of regional training centers and directed the Secretary-General to encourage such development and particularly to urge the governments of India, Pakistan, and Egypt to consider further development of centers of Allahabad, Nawabshar or Karachi, and Cairo, not only for the benefit of their own nations, but also for that of neighboring states. Noting the development of prohibited, restricted, and danger areas along international air routes, the Council asked all contracting states to issue communications prior to boundary changes. Mohammed El Hakeem (Egypt) and A. C. Carter (United Kingdom) were appointed to the Air Navigation Commission. In conclusion, the third report of the Organization's technical assistance program was approved with its estimated $900,000 budget for 1952 for transferral to the United Nations. The retirement of the Secretary-General, Albert Roper, was deferred until December 31, 1951.

A method for analyzing and predicting time series of effectiveness indicators for maintaining the airworthiness of civil aircraft based on operational observations is developed. The methodic is intended for managers and specialists of organizations and enterprises of civil aviation and the aviation industry. The methodic is aimed at improving the safety and regularity of flights, the effectiveness of using aircraft, and the cost-effectiveness of maintaining the airworthiness of aircraft. Keywords: aircraft, civil aviation, airworthiness, effectiveness of maintaining airworthiness, methods of analysis and forecasting of time series of effectiveness indicators, operational observations. aai777@mail.ru

Purpose - In this study, the safety related tasks for low cost carriers’ were examined and measures to improve them were suggested. As the air demand increases rapidly, number of passenger has mushroomed in Korea and in order to keep with the demand low cost carriers have played a role. However, low cost carriers’ safety related tasks are not reliable level so far. Thus, in this study, the low cost carriers’ current situations in terms of safety are investigated, especially regarding how well the ICAO’s new safety policies are applied. Research design, data, and methodology - The results of the Ministry of Land, Infrastructure and Transportation’ investigation are introduced and field study results are analysed. Current status of retaining experts, staffs, administrators in terms of aviation safety tasks of low cost carriers is compared to those of major airliner and low cost carriers’ aviation safety culture is also analyzed by examining the systems and questioning staffs. Especially the culture regarding aviation safety is very important because the culture surrounding the safety tasks plays a major role in every respect of conducting the tasks. Results – Overall the current status of low cost carriers’ aviation safety tasks is below standard. Especially retaining experts and staffs is basically below the required level. Also, system and organization to conduct safety tasks are not satisfactory. In particular, aviation safety culture is not settled to operate appropriately. Conclusions - The International Civil Aviation Organization (ICAO) and member states are continuing to launch new safety policies in response to the surging demand for air travel worldwide. The most urgent and important issue among the various safety policies is to reduce air accidents. In order to reduce the number of accidents, ICAO decided to reduce the number of accidents by using the Reactive Safety Management. ICAO has to ensure that each member country can implement proactive safety management for aviation safety. A safety management system (Safety Management System) is a system in which each member state implements a fulfillment standard. The current situation and problems of the safety management system for each airline are suggested and proposed for improvements.

The availability of objective quantitative indices of S and their established target and limit levels is a prerequisite for practical work of the State safety regulations (SSR) and the SMS service provider (Annex 19 to the Convention on international civil aviation. The management of safety. ICAO 2013, p 44, [1]). Therefore, the development of such indicators and methods of their monitoring is an integral part of the methodology of risk management of S. In this chapter, a review of S indices used in CA, and the main results of research on the development of an indicator of S for the SSR and of the operator’s SMS.

The progressive commercialization of aviation operations in the 1930s required that methods to ensure the safety of operations had to be employed. Facilitated by improving technology, including techniques to forecast and track weather patterns, aircraft operators and the governments oversaw a relatively safe industry. The progression of safety management into a formal system was also promoted by regulations. Globally, the formation of bodies such as the International Civil Aviation Organization and the International Air Transport Association prompted an international approach to managing aviation safety. A holistic approach to the management of safety risks and hazards encourages a culture which appreciates the importance of safety. A safety management system is able to embody these ideals, and apply them in a systematic, explicit and proactive manner. Safety risk management consists of two elements: hazard identification; and risk assessment and mitigation. Hazards are a condition or object with the potential to cause harm, damage, or reduced functionality of personnel or equipment.

Cyber crimes and cyber terrorism are becoming increasingly menacing and the latter has been identified as a distinct threat requiring attention. At the 21st Aviation Security Panel Meeting of ICAO (AVSECP/21, 22 to 26 March 2010) a new Recommended Practice related to cyber threats was proposed for adoption by the Council as part of amendment 12 to Annex 17 (Security) to the Convention on International Civil Aviation (Chicago Convention). It was adopted on 17 November 2010, will become effective on 26 March 2011 and applicable on 1 July 2011. This Recommended Practice suggests that each Contracting State develop measures in order to protect information and communication technology systems used for civil aviation purposes from interference that may jeopardize the safety of civil aviation. At the 22nd Meeting of the Panel, conducted by ICAO from 21 to 25 March 2011, the Panel noted the value of vulnerability assessments pertaining to cyber security in aviation whose objectives are to evaluate the efficiency of existing mitigation measures and identify any vulnerabilities from a threat-based perspective and further noted that better understanding of residual risks will support a State’s efforts to refine its risk response. This article contains an analysis of what cyber crimes are as against cyber terrorism, measures taken to counter the threat along with a legal analysis of the threat as it affects aviation and addresses several issues, including a discussion on some national efforts at curbing the problem in some prominent jurisdictions.

Chevron owns and operates the largest corporate non-commercial aircraft fleet in the world. This paper describes Chevron's aircraft operations and how it supports a large exploration and production operation in the Gulf of Mexico. Discussion focuses on Chevron's highly qualified pilots and mechanics and how they achieve and maintain their technical abilities. The Maintenance Department is described in detail, including procedures for revamping new aircraft to Chevron's standards before they are available for use. Discussion also provides a detailed explanation of the avionics group and their part in outfitting and maintaining a sophisticated flight tracking (Flite-Trak) and Loran system used for navigation. This paper also describes Chevron's own internal safety precautions that may be unique to its operations and have proven to aid in the Company's overall safety program and related accomplishments. The results of Chevron's Aircraft Operations cannot be measured in safety statistics alone. Passenger confidence and employee involvement are two main elements that contribute to Aircraft Operations' success. Chevron aircraft operates in a safe and cost efficient manner. Many American Petroleum Institute (API) and Federal Aviation Administration (FAA) awards have been earned for outstanding safety milestones. It is only through the dedicated efforts of all the employees of Aircraft Operations that such an outstanding organization exists. The credit for the exemplary safety record of this organization truly belongs to the employees.

Every once in ten years the International Civil Aviation Organization (ICAO) holds a worldwide air transport conference. The most recent such event - the 6thWorldwide Air Transport Conference (ATConf/6) - was held in Montreal from 18 to 22 March 2013. At this conference, delegates mulled over 'achievements' since the 5th Worldwide Air Transport Conference (ATConf/5), held ten years earlier in Montreal from 24 to 29 March 2003. ATConf/6 decided, after consensually agreeing that ICAO should play a 'leadership role' in meeting its aim to 'meet the needs of the people of the world for safe, regular, economical and efficient air transport'(as prescribed in the Convention on International Civil Aviation) that ICAO should continue to assist States in liberalization efforts by enhancing the 'market place' facility offered to States; continue to update the Template Air Services Agreements (TASAs) to keep pace with regulatory evolution; undertake and promote the development of additional training courses, regional seminars or similar activities for the benefit of States, in accordance with available resources; continue to monitor regulatory developments, conduct studies on major issues of global importance, and provide policy guidance and assistance to States; and continue to develop relevant databases such as the Database of the World's Air Services Agreements as well as case studies of liberalization experiences. The questions posed by this article are: are these tasks for ICAO which were decided on by ATConf/6 (and other such preceding conferences) those of one in a leadership role? Are they sufficient to meet the needs of the people of the world for safe, regular, economical and efficient air transport? Should ICAO not be allowed to think out of its 67 year old box and be a beacon to air transport regulators? In other words, shouldn't the bottom line of ICAO's existence in the field of air transport be to analyse trends and guide the air transport industry instead of continuing to act as merely a forum for global practitioners to gather and update information on their respective countries policies for air transport? Shouldn't ICAO provide direction with regard to one of its Strategic Objectives, as do other specialized agencies of the United Nations? A critical analysis follows.

Safety monitoring and reporting systems in China are complicated. There are many differences between China’s safety management systems and that of the West’s, making it harder for multinational companies to run their clinical trials and manage their marketed drugs. In this chapter, we will briefly review the history of safety-related regulations, current safety-monitoring regulations, and reporting requirements for the investigational drugs in the clinical development and marketing stages, as well as the perspectives of safety management in the future. The main contents are outlined as follows: Historic development of regulations for safety management, including the adverse drug reaction monitoring system and safety management regulations Safety management in clinical trials , including safety monitoring, reporting requirement and processes as well as the differences between China and western countries Safety management for post-marketing drugs and its regulations The roles of the CFDA in management of drug safety information, including the procedures of safety information collection, analysis and summary as well as drug risk control measures Considerations for global drug safety monitoring, reporting, evaluation and management in clinical trials

Appendix 1 to the Convention on International Civil Aviation (Chicago Convention of 1944) contains standards and recommended practices (SARPS) concerning medical examination of aviation personnel. It enhances security of the flights and provides the basis for effective national medical examination system, which requires a lot of responsibility and work efforts. The current Russian medical system not only allows to make a decision whether to admit personnel to professional activity, but also provides medical supervision between the examinations, conducts preflight and post-flight check-ups, and creates an effective national basis for such job. This system has been established in Russia long time ago, and has a comprehensive structure. However, there is a need to improve the current legislation and regulations on medical examination of aviation personnel.

For the safety and airworthiness of aircraft, the aerospace industry has stringent product quality requirements to ensure structural integrity of critical components. Non-destructive inspections (NDI) are routinely performed to ensure product quality and identify defects before they reach critical size. Radiographic inspection plays a key role for inspection of aircraft structural components. Film-based radiography requires consumables, darkroom facility, and manual processing; this is not only time consuming, but also requires more radiation exposure than digital systems. Digital radiography eliminates these requirements and currently in a transition state of switching to two kinds of digital technologies: (1) Digital Detector Arrays, DDA, also known as flat panel detectors, digital radiography, DR, and (2) Computed Radiography, (CR). Flat panel detector (DDA) based allows faster/easier straight acquisition of the radiographic image digitally without the necessity of films or even phosphorous plate like in CR. DR/DDA is also suitable for real time imaging and automation. Before implementing this technology as aircraft inspection procedures, a detailed performance assessment leading to inspection qualification is required. This paper highlights the initial and periodic performance evaluation metrics necessary during initial performance evaluation and periodic maintenance.

Professionals’ perceptions of safety related thinking in aircraft maintenance operations are still underrepresented, despite increased of safety research in aviation industry. By employing an institutional logics (ILs) theory, this article aims to explain how ILs influence safety perceptions, practices and behaviours in organizational safety. Based on a case study in an under-studied context, 13 semi-structured interviews were conducted with aircraft maintenance engineers in an airline based in MENA region. The interviews focused mainly on family and religion logics and how they interact with actors’ safety perceptions and practices. The findings showed that safety practices and perceptions were strongly influenced by cultural values and religious beliefs. For the first time, this article reveals that ILs offer valuable insights into the logic of family and religion in the context of aircraft maintenance safety and operations. The results showed that these logics play a basic approach in organizational safety. This study advances the current safety research in aviation and ILs literature in addressing the contextual elements on safety perception and practices of organizational safety. Therefore, it demonstrates that investigating safety perception through ILs framework improves our comprehension of safety and offers a number of explanations for safety related behaviours and beliefs that might otherwise have been perceived as illogical. Safety managers, experts, and accident investigators can assess aviation safety incidents and accidents and their prevention measures through the use of ILs approach. Keywords: Accident investigations, Institutional logics, Organizational safety, Safety perceptions, Aircraft maintenance, Aviation safety.

Meteorological factors have a profound impact on aircraft operation and safety. Weather-related incidents accounted for 8% of all accident reports, according to data from the U.S. Federal Transportation Safety Commission’s 2009–2018 U.S. aviation accident/quasi-accident survey. The tendency of lightning strikes in domestic airports and surrounding areas is increasing year by year, but unlike major overseas airports, there is no official lightning warning system other than the radio wave system in case of lightning strikes from the Korea Meteorological Administration. Since each operator issues its own alerts based on the Significant Meteorological Information report, small agencies such as low-cost airlines have limited capabilities to mitigate lightning damage. This study aims to support the safety and smooth air traffic control of ground operators and aircraft through the introduction of lightning warning systems and equipment in Korea to protect ground workers and aircraft safety.

Safety in aviation activities has always been one of the overriding considerations of ICAO. Article 44 of the Chicago Convention charges ICAO with ensuring the safe and orderly growth of international civil aviation throughout the world. From a regulatory perspective, ICAO’s role is to provide procedures and guidance for the safe conduct of international aircraft operations and to foster the planning and development of air transport. This is largely achieved by developing standards and recommended practices (SARPs), which are contained in Annexes to the Chicago Convention and reflect the best operational experience of member states. As stated in ICAO Doc 9774 (Manual on Certification of Aerodromes) Chapter 3 Section B, the specifications in ICAO Annex 14, Vol. 1 Aerodrome Design and Operations, unless otherwise indicated in a particular context, apply to all aerodromes open to public use in accordance with the provisions of Article 15 of the Convention on International Civil Aviation. The responsibility to ensure safety and order at all aerodromes open to public use under their jurisdiction rests with states. Importantly, member states have the prerogative of determining the structure of civil aviation within their borders, including regulation. While the requirement for aerodrome certification may not be applied by a state to all aerodromes under its jurisdiction, aerodromes used for international operations should not be exempted from the requirement. To this end, states need to establish appropriate criteria and then ensure that the criteria are actually implemented. Some states, however, do not refer only to international operations and it is for this reason that all the specific regulatory criteria need to be well understood, particularly where a ‘trigger point’ for certification may be reached. This paper aims to highlight the significance of aerodrome certification, not just in terms of overall compliance, but also being mindful to take practicable approaches to managing risk effectively, particularly at small and emerging airports across the globe. In context, this paper defines ‘small’ and ‘emerging’ airports as those airports with around 1 million passengers per year or those with greater numbers but going through a period of significant exponential growth given their current economic positioning.