Volume I, Issue 44
July/August, 2008
NATA Safety 1st eToolkit
Welcome to the 44th issue of the NATA Safety 1st eToolkit, our online safety newsletter, supporting our NATA
Safety 1st Management System (SMS) for Ground Operations and Professional Line Service Training (PLST) Online.
The NATA Safety 1st Management System (SMS) for Ground Operations is a great way to manage safety
on your ramp. Many of the tools discussed in this and other eToolkits will be provided to SMS and PLST
Online participants to assist with safety.
Our safety newsletter highlights known and emerging trends, environmental and geographical matters, as well as advances in
operational efficiency and safety. Flight and ground safety have been enhanced and many accidents prevented because of shared
experiences. We encourage you to share with us and pass this newsletter along to others who may benefit.
Effective Risk Management – 6 Simple
Steps
By: Joe Brown, MAS, ATP, CFI, CFII, MEI
www.thesalusnetwork.com
joe.brown@thesalusnetwork.com
The world of aviation presents us with many exciting
challenges and dangers every day. We operate in an
environment that is constantly in flux, from geographic
region to weather, temperature extremes, ATC
congestion, day versus night, crew pairing, extended
duty times, the list goes on and on. As part of this
exciting challenge, we all must manage the risks that we
are exposed to in order to ensure continual safe
operations. But what is risk? And more importantly, how
do we handle risk once it’s discovered? This article is
designed to answer these important questions by
examining the following:
•
•
•
Defining and distinguishing the different
hazards and risks;
Discussing active and latent failure implications
to risk; and,
Reviewing the six steps to effective risk
management.
Hazards and Risks
Risk is inherent in most of the things that we do. History
is rich with examples of the serious nature of aviation’s
encounters with risk. But before we can effectively
manage risk we really need to know what risk is? Risk,
really, is an abstract concept, otherwise stated as the
future impact of a hazard. Okay, so what is a hazard
then and how does it relate to risk? FAA Order 8040.4
defines a hazard as:
“…a condition, event, or circumstance that could
lead to or contribute to an undesirable event. A
common example of a hazard is an exposed
electrical cord in a hallway. Some examples of
hazards in aviation are aging aircraft, extended
duty times, icing conditions, and thunderstorms
along the route of flight.”
It is important to point out that hazards are tangible or
observable. In other words, they can be objects,
conditions, or behaviors.
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NATA Safety 1st eToolkit – Issue 44 – July/August, 2008
Continuing Education.............................................................. 13
Cruise Registration ................................................................. 14
PLST Online Order Form ........................................................ 15
SMS for Ground Operations ................................................... 16
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NATA Safety 1st eToolkit
For those of us who have incorporated “System Safety” into our organizations, we proactively and continually search for
hazards throughout our operating system. We no longer wait for a specific problem to occur in order to identify associated
hazards. Rather, our approach is to identify hazards or concerns without the discovery of a specific problem, incident, or
occurrence. By doing so, we are practicing proactive safety management. As an example, if we regularly evaluate our
manual system for faulty procedures that could lead to personnel not completing a task correctly, then we are following a
proactive approach. However, if we observe a procedure not accomplishing a desired result and we can trace that
procedural failure back to poorly written manuals, then we are assuming a reactive approach to hazard identification.
Now that we have a better understanding of a hazard we can take a closer look at risk. Because risk is an abstract
concept, unlike a hazard, it can be formally defined as an expression of an impact of an undesirable event in terms of
“event severity” and “event probability”. In other words, risk is the combination of the chance something bad will happen
and how bad the outcome may be.
At this point you may be wondering, so if a hazard is a condition, event, or circumstance, is this something that exists now
or in the future? The answer is that hazards exist in the present.
On the other hand, risk exists only in the future. Risk needs something to determine its actual probability and severity and
that something is known as a “triggering event”. Because risk exists only in the future, it is only an expression of the
probability and severity of a possible future occurrence. Normally, some condition or triggering event is required for the
consequence to occur. A triggering event is some sort of activity or action, such as a distraction, omission, interruption,
physically doing something or simply making a mistake.
Remember the electrical cord we discussed earlier when we defined a hazard? The electrical cord left on the hallway floor
represents a hazard. The electrical cord only represents a risk if someone attempts to walk down the hallway, of course
the risk being that someone will trip on the cord and sustain an injury. In this case, the triggering event is someone
actually walking down the hallway thereby being exposed to the hazard.
NOTE: Attaining “zero-risk” is highly improbable!
Let’s take a look at some of aviation risks from the earlier discussed examples of hazards:
•
•
•
HAZARD (present condition) – aging aircraft on the ground with cracks in pressure vessel
TRIGGERING EVENT (action) – cracks not detected by maintenance personnel
RISK – aircraft departs, begins to pressurize and pressure vessel fails
•
•
•
HAZARD (present condition) – icing conditions exist (ground and flight)
TRIGGERING EVENT (action) – flight crew fails to check wing surfaces
RISK – aircraft departs with contaminated wings and stalls during takeoff
•
•
•
HAZARD (present condition) – thunderstorms present
TRIGGERING EVENT (action) – improper use of airborne radar
RISK – encounter thunderstorms along the route of flight leading to loss of control
NOTE: If you cannot associate severity and probability with a situation, then there
is no level of risk.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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NATA Safety 1st eToolkit
Oversight
Figure 1
Supervision
Operations
Standards
2
Training
Recruitment
An accident results from several causes. The elimination of one of these
causes would have avoided the accident.
Oversight
Figure 2
Operations
Standards
Supervision
Accident
Training
Recruitment
Reasons Model of Accident Causation
Active and Latent Failures
No discussion of hazards and their associated risks would be complete without exploring the relationship between active
and latent failures. We have to exercise caution when identifying hazards in order to avoid thinking that hazards only are
the result of a system or component failure. This is not always the case. Although hazards and failures are linked, hazards
can exist without anything actually failing. An active failure is an error having an immediate adverse affect, generally
associated with personnel performing a task(s). Examples include poor communications, fatigue, time pressure, poor
procedures, and inadequate training.
A latent failure, on the other hand, is a condition that may not generate visible consequences for a long time. Latent
failures are really conditions that could lead to a failure. They either affect the probability or provide a triggering event.
Latent failures may become evident when a catalyst or triggering event combines with an active failure (i.e. technical
problems) or other adverse conditions in such a way as to produce an accident.
Triggering events are important because they increase the probability that a latent failure will become an active failure. An
example of a latent failure contributing to an accident is:
•
•
•
•
LATENT FAILURE (hazard): a poorly designed de-icing program
ACTIVE FAILURE: failure of the crew to have the aircraft de-iced
TRIGGERING EVENT: aircraft departs
RISK: icing conditions exist and aircraft stalls on departure
Latent failures are present in the system well before an accident occurs, and are originated most likely by decision-makers
and other personnel far removed in time and space from the event. Most latent failures relate to the operator’s systems,
subsystems, and working level processes. Additional examples of latent failures include poor scheduling practices,
inadequate or poorly defined operating procedures, improper allocation of resources, and defective communication
between management and frontline operational personnel.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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NATA Safety 1st eToolkit
Active versus Latent Failures
(“Swiss Cheese Model”)
Organizational
Factors
Latent Conditions
Excessive cost cutting
Inadequate promotion policies
Unsafe
Supervision
Latent Conditions
Deficient training program
Improper flight crew pairing
Latent Conditions
Preconditions
for
Unsafe Acts
Poor CRM
Mental Fatigue / Distractions
Unsafe
Acts
Active Conditions
Failed to follow correct SOP
Failed to verify correct logbook entry
Failed or
Absent Defenses
Accident & Injury
Effective Risk Management – The Six Steps
Probably the most important aspect of effective risk management is knowing when to use the risk management process.
Simply put, we should use the risk management process to address any hazard deemed significant enough to justify
analysis and tracking. However, before we proceed further it is imperative that we define risk management. Risk
management is defined as “an iterative management activity dedicated to assuring that risk is identified, evaluated,
documented, eliminated, or controlled within defined risk parameters.” Please read on for a practical interpretation of this
definition in plain English!
Once the decision is made to use the risk management process, we can navigate sequentially through the following six
steps to achieve effective risk management.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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NATA Safety 1st eToolkit
Step 1: Hazard Identification
The first step in the risk management process is the identification of a hazard(s) and the potential consequences.
Therefore, the purpose of step one is to describe “what’s wrong” with our operation. In order to complete this step we
must describe, preferably in writing, the conditions or circumstances in the operating environment or operating systems
that could lead to an unplanned or undesired event. Examples of documenting this step include a preliminary hazard list
(PHL) and risk statement. The description should include a short statement describing the hazard. Remember, a hazard is
defined as a condition, event, or circumstance that could lead or contribute to an unplanned or undesired event.
Therefore, the written description of the hazard should be captured in a narrative format that includes the relevant facts
such as who, what, when, how often, and where. The descriptive information can be used later to evaluate the
effectiveness of action taken to mitigate the risk associated with the hazard.
Once we have identified and described the hazard, we can evaluate its potential consequences. The approach here is to
identify the potential consequences that could result if the hazard(s) were not addressed. Potential consequences should
address human error, equipment failure, or process breakdown that will be the direct result if the hazard is left alone.
Potential consequences, once determined, will guide you when selecting severity values of the risk associated with the
hazard later in the risk management process.
STEP 2: Risk Analysis
The second step in the risk management process is risk analysis. The objective of the risk analysis function is to convert
identified hazards into useful decision-making information. Risk is described in terms of severity (how bad) and likelihood
(how frequent) and includes factors affecting each of them. Let’s take a look at how this works.
We first must identify specific risk factors in order to provide useful instructions for action plans. Risk factors identify what
must be fixed later or controlled in order to reduce the level of risk. Risk factors also will be used to help determine the
“likelihood” value (see risk matrix below). Factors typically are:
•
•
•
Situational in nature (i.e. specific make-model of aircraft, specific locations, etc.);
Deficiencies in design; or,
Performance related to safety attributes (i.e. procedures not available, procedures not followed, etc.).
An effective action plan should address risk factors by eliminating them or by reducing their impact. If present, these
factors may affect the severity of the potential consequence and the likelihood of the consequence actually occurring.
We are now ready to assess risk severity and likelihood in terms of risk classification (i.e. high, medium, and low).
Severity assessments are produced using a combination of available data and expert judgment. Severity can be defined
using the following scale:
•
•
•
HIGH – Potential loss (or breakdown) of an entire system or subsystem, accident, or serious incident.
MEDIUM – Potential moderate damage to an aircraft, partial breakdown of an operator’s system, violation of
regulations or company rules.
LOW – Potential poor operator performance or disruption to operations.
Likelihood assessments are produced using a combination of available data and expert judgment. Likelihood values are
defined as follows:
•
•
•
•
FREQUENT – Continuously experienced.
PROBABLE – Will occur often.
OCCASIONAL – Will occur several times.
REMOTE – Unlikely, but can reasonably be expected to occur.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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STEP 3: Risk Assessment
The third step in the risk management process is risk assessment. Risk assessment is the process of combining the
impact of risks discovered in the risk analysis phase and comparing them in a risk matrix. Results of this comparison are
then used in decision-making (see STEP 4). It is important to point out that both severity and likelihood categories are
subjective and may be scrutinized among observers. Limitations to the risk matrix include, but are not limited to,
inconsistency of use and perceptions of risk. In other words, what may seem risky to me may not be to you. Operators
should adopt their own specific definitions of severity and likelihood in order to achieve a more uniform risk management
process.
As previously mentioned, in risk assessment, we look at the combined impact of severity and likelihood. The relationship
between these elements may be best understood and interpreted by use of the following risk matrix:
We now can determine the risk level (or classification) based on the comparison of both severity and likelihood. Specific
risk classifications are then expressed as follows:
•
•
•
RED = High Risk – this risk classification is unacceptable and requires immediate action.
YELLOW = Medium Risk – this risk classification may be acceptable after appropriate management review and
normally requires tracking and probable action.
GREEN = Low Risk – this risk classification is normally acceptable without further action. This item should be
tracked (monitored) for signs of negative trends.
STEP 4: Decision-Making
Decision-making answers the question “what’s to be done about risk?” To complete this step we need to decide
specifically what to do with risk in terms of either controlling it or eliminating it. The following risk decision-making
approaches are recommended:
1. Monitor – when it is determined that based on the assigned risk classification (i.e. low) that no additional action is
required then we should monitor the hazard through our normally established monitoring process or program.
2. Transfer – when corrective action for the hazard more appropriately belongs to another operational discipline
within our organization we can allocate the authority, responsibility, and accountability for taking action.
3. Mitigate – when action is necessary to ensure that we eliminate hazards or reduce risk levels, management
should unilaterally decide the appropriate risk mitigation (reduction) steps.
4. Eliminate – when it is determined that the hazard or risk levels are too great, management should decide to
cease the operations until conditions permit more suitable risk levels.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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NATA Safety 1st eToolkit
STEP 5: Implementation
This step in the risk management process answers the question “who will do what, when, and how?” The following
implementation process is recommended:
1. Develop Action Items – action items describe what, how, where, and when an action should completed. Action
items should be relevant to the selected decision-making approach (see above) and any actions we, as the
operator, take to manage or control the identified risk.
a. Monitor Action Items – continue with normally established monitoring process or program.
b. Transfer Action Items – document the steps taken to transfer the issue to the appropriate operational
discipline (function).
c. Mitigate Action Items – restrict operations until conditions improve, assign more experienced crew, use
equipment better suited for mission, etc.
2. Management Review and Approval – management should always serve as the official decision-making
approval process. This serves to ensure continual, effective operational control and enhanced safety.
3. Perform Activities – once management completes the decision-making process, assigned personnel should
then carry out risk management and control strategies.
4. Monitor Implementation Strategies – after risk management and control implementation strategies are
executed management should monitor their progress to ensure the decision-making activities are completed.
STEP 6: Validation
This step in the risk management process answers the question, “Did the risk management process work?” After risk
management and control implementation strategies are completed, management should validate their effectiveness and
appropriateness. This is a valuable management function in that it allows operators to not only determine if
implementation strategies worked, but also to make adjustments or, better stated, improvements to their overall risk
management process.
Conclusion
Effective risk management is an essential component to any high-risk industry. This article allowed us to answer important
questions such as, what is risk and what do we do with it once discovered? The 6 steps to effective risk management give
us those answers. However, in order to be truly effective the risk management process must be clearly understood by all
operational personnel, presented in a clear manner, and standardized to facilitate ease of use. In any case, no discussion
of risk management would be complete without reviewing the underlying risk management principles that are critical to the
effective management and control of the hazards and risks we face everyday.
Risk Management Principles
…Accept no unnecessary risk
…Make risk decisions at the appropriate level
…Accept risks when benefits outweigh costs
…Integrate risk management into planning at all levels
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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Article References
•
AC 120-92 Introduction to Safety Management Systems for Air Operators.
•
Grose, V.L. (1987). Managing Risk. Systemic Loss Prevention for Executives. Prentice-Hall, Inc. Englewood
Cliffs, NJ. ISBN 0-13-551110-0.
•
FAA Order 8040.4 Safety Risk Management.
•
FAA Order 8900.1 Flight Standards Information Management System (FSIMS). Volume 10 – Risk
Management.
•
FAA System Safety Course 22006, AMA-250, Student Reference, Version 7.2.
•
Reason, J. (1997). Managing the Risks of Organizational Accidents. Ashgate Publishing Company,
Brookfield, VT. ISBN 1-84014-104-2.
READER CORNER
Your response is needed!
Q
. I have a question I would like to pose to the readers
of NATA’s Safety 1st eToolkit. What kind of tow bar do
you use to tow the Columbia?
Please send your responses to Safety1st@nata.aero or
by FAX: (703) 845-0396. Your input will be anonymously
shared in an upcoming issue of NATA’s Safety 1st
eToolkit. We welcome your questions and open this
corner up to responses from our readers.
Thank you for taking the time to share your questions
and answers with others.
upon data collected from 290 companies employing
nearly 10,000 people.
Employee compensation is broken down by geographic
region of the country, company gross sales, size of the
town or city in which the company is located and by the
number of employees in the company. In addition to
pilots and maintenance technicians, the survey includes
compensation for inspectors, dispatchers, customer
service representatives and stock clerks, among others.
Association Research Inc., a leading economic research
firm based in Rockville, Maryland, conducted the study.
To ensure participant privacy, only aggregated data are
provided to NATA.
The publication will be provided at no cost to NATA
members who participated in the survey.
The survey is downloadable in PDF format from NATA's
Web site for non-participating members for $50 or $100
for non-members.
NATA UPDATES
The survey may be found on the NATA Web site:
http://www.nata.aero/publications/catalog.jsp.
NATA 2008 Compensation Survey Now Available
NATA has published its 2008 annual survey of general
aviation service employee compensation. The survey
includes salaries and benefits for pilots, line-service
personnel and maintenance technicians. It is based
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
ISP Newest DCA Gateway Airport
The Transportation Security Administration (TSA) last
week named Long Island MacArthur Airport (ISP) as the
newest gateway airport for Ronald Reagan Washington
Page 8
NATA Safety 1st eToolkit
National Airport (DCA). Being identified as a gateway
airport allows ISP to permit certain pre-cleared general
aviation operations, including Part 135 on-demand air
charter operations, to fly directly from Long Island
MacArthur Airport to DCA. NATA member ExcelAire is
the approved FBO at ISP where operations will depart.
Currently, the TSA allows general aviation flights that
meet criteria of the DCA Access Standard Security
Program (DASSP) to land at DCA. Aircraft must arrive
from one of over 20 gateway airports, including ISP,
after flight crews and passengers have been vetted and
screened.
Free TEB Online Training Program Enlightens Pilots
NATA Safety 1st has produced the Teterboro Airport
Flight Crew Briefing, a unique on-line program for pilots
who operate into and out of Teterboro Airport (TEB).
Funded by a grant from the FAA, the Safety 1st briefing
provides pilots access to critical safety information about
the airport, including its location, layout, operations,
regulations, and safety and security procedures.
With superb clarity and graphics, the Safety 1st briefing
presents pilots views of specific runway incursion hot
spots and scenarios for common pilot errors. Best
practices for aircraft lighting configurations and taxi
procedures are also presented. Flight crews can review
frequently used ATC procedures, such as the Teterboro
Five and Dalton Departures, and how to avoid the most
common errors while using these procedures.
"This briefing takes Teterboro Airport one giant step
closer to reaching its goal to become the industry's
number-one safety and security model for general
aviation airports," said NATA President James K. Coyne,
co-chair of the Teterboro Airport Industry Working
Group. "This valuable addition to the safety and security
initiatives at Teterboro gives airport and flight crews the
most up-to-date information about the airport and how
they can contribute to the safety and well-being of the
airport's operations and, indeed, its entire surrounding
community."
The briefing is free of charge, and can be viewed at:
http://www.airportflightcrewbriefing.com/teterboro.
How to Build a More Successful FBO
NATA is unveiling the secrets to running a cutting-edge business that maximizes FBO profits. Running and managing a
fixed base operation is a very demanding business, particularly during tough economic times. It not only demands a
strong business sense, it also requires motivated and loyal employees, targeted marketing and creative negotiating skills.
This new seminar, sponsored by FltPlan.com, will deal with real-life scenarios in the day-to-day business of running a
successful FBO. Discussions will include tips on developing favorable leases with an airport authority, negotiating
favorable agreements with a fuel supplier; decreasing credit card interest rate charges, lowering insurance premiums;
dealing with regulatory issues and building long-term profitable customer relationships. This is not a complete list, but it
gives you an idea of the material that will be covered.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
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And to add to the intrigue, NATA will offer the first seminar at sea onboard the Carnival Cruise Ship Sensation destined for
Nassau in the Bahamas on October 23, 2008. We highly recommend that all FBO owners, managers, general managers,
supervisors and entrepreneurs attend. It’s a great way to combine business with pleasure for one, all-inclusive price.
The Carnival Sensation sets sail from Port Canaveral, Florida. Participants should fly into Orlando’s International Airport
where shuttle buses will be available for transportation from the airport to the port, approximately 30 minutes away.
Boarding on Thursday, October 23rd, takes place between 12:30 to 2:30 and the ship sails at 4:00 p.m. There will be an
open bar and hor'de'orves party in the evening to welcome everyone aboard.
The ship docks in Nassau (Paradise Island) in the Bahamas on Friday at 10:00 a.m. and will remain docked until 5:00
a.m. on Saturday. The seminar will be held, in sessions, on Friday and Saturday. Saturday will be a "fun day" at sea with
lots of activities, a formal dinner and midnight buffet. The ship returns to Port Canaveral at 9:00 am Sunday morning
where buses will return participants to the airport.
The other good news is passports are not currently required for cruise ship travel. Security is tight and immigration is very
involved with cruise ship arrivals, so you will need a birth certificate and driver’s license. This may be subject to change
when the new passport cards become available. (The cruise line recommends carrying a passport, if you have one, in the
event an emergency arises and you must return by air.)
Reserve your spot while there is still space available! Please visit http://www.nata.aero/fbosuccess/home.html for more
detailed information. You will be amazed at the affordable rates while you cruise and learn.
Check Your Hearing Protection -- Take Advantage of NIOSH’s QuickFitWeb
Approximately 30 million workers are exposed to hazardous noise on the job. While we would prefer to eliminate noise
through engineering controls or reduce exposure to noise through administrative controls, hearing protectors are critical
when noise is unavoidable.
Hearing protectors only work if they fit your ears and you wear them properly. An earplug that doesn't quite fill your ear
canal or an earmuff with a small crack in the padding will let lots of noise into the ears through any gaps, even tiny ones.
Check the QuickFitWeb Hearing Protection Quick Test at http://www.cdc.gov/niosh/blog/.
Studies of hearing protector users have shown repeatedly that average protection values in the real world are much lower
than the labeled Noise Reduction Ratings (NRR) determined in laboratories with trained and motivated subjects. Many
hearing protector users get virtually no protection at all because of poor fit. It's hard to tell if your hearing protectors are
working well just by looking at them. A more accurate approach is to check how much they block or "attenuate" noise.
Hearing protectors vary in their attenuation characteristics, with most providing a maximum of 20 to 35 decibels of noise
reduction when worn correctly. Any hearing protector that's suitable for use in noisy settings will attenuate noise by at
least 15 decibels.
The NIOSH QuickFitWeb helps you determine if your hearing protection is giving you at least 15 decibels of attenuation
by comparing two "threshold" tests—one without hearing protection and one with the devices on or in your ears. To use
QuickFitWeb, play the test sound (a pulsing random noise that sounds like "wooshing" to most people) from the website.
As you listen to the sound, adjust the volume on your computer until the sound is right on the edge between audible and
too quiet to hear. That sound level is your "threshold of hearing." Then put on your hearing protectors and play the next
test sound. The second sound is exactly the same as the first except that it's 15 decibels louder. If you can hear the louder
sound through your hearing protection, the devices are attenuating sound by less than 15 decibels and are not protecting
you adequately. You need to correct the problem by trying hearing protectors that fit you better or correcting the way you
put them on. Then you can try the test again until you get a good fit.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
Page 10
Inquiring Ears Want to Know
A fact sheet about your hearing test
This sheet explains your audiogram (hearing test) and gives some basic information about
protecting your hearing. Keep it so you can refer to it later.
What is an audiogram?
• An audiogram is often called a “hearing test,” but there’s no pass or fail
• It is a written record of your hearing levels
• A series of audiograms can track changes in hearing over time
• Your hearing threshold levels (the quietest sounds you can hear) are measured in
decibels (dB) at different frequencies from low (500 Hz) to high (8000 Hz)
Why should I get audiograms?
• To measure your hearing ability
• To identify hearing problems
• To monitor success at maintaining your hearing
• To see if noise exposure is affecting your hearing
Do I have normal hearing?
Compare your hearing threshold
levels to this scale:
-10 – 25 dB
26 – 40 dB
41 – 55 dB
56 – 70 dB
71 – 90 dB
91 – 100 dB
Audiograms test a range of sounds from low to high
frequency (pitch). The test frequencies, measured in Hertz
(Hz) usually range from 500 Hz (around the middle of a
piano’s scale) up to 6000 or 8000 Hz (a little above the
highest note a piano can play).
Normal hearing
Mild loss
Moderate loss
Moderate/severe loss
Severe loss
Profound loss
500 Hz
1000 Hz
2000 Hz 4000 Hz
Sample audiogram results
cy z
uen
H
Freq tone in
t
s
f te
o
Left Ear Thresholds
Right Ear Thresholds
500
1000
2000
3000
4000
6000
8000
500
1000
2000
3000
4000
6000
8000
0
-5
0
10
5
0
5
5
0
10
15
30
40
35
Normal hearing threshold levels
(25 dB or less, negative numbers
are especially good)
Worse than normal levels
(more than 25 dB)
What can cause my hearing to get worse?
Noise is the greatest hearing hazard for most workers, but any of these factors can cause
or contribute to hearing loss:
Hazardous noise
Head trauma
Aging
Earwax blockage
Heredity
Medications Medical diseases
Frequent ear infections
Chemical exposures
See an audiologist or physician for more information about these causes.
Noise is everywhere! How do I protect myself?
• If you must shout to be heard over the noise, it’s probably too loud!
• Noise doesn’t only happen at work. Noisy home and recreational activities can
be hazardous.
• Have hearing protectors on hand. Use them on and off the job.
How do I select and use hearing protectors?
• Comfort — so you’ll wear them
• Consistency — use them every time, all the time, in hazardous noise
• Cleanliness — keep plugs and hands as clean as possible
How do I insert a foam earplug to help protect my hearing?
1. Roll the earplug
2. Pull to open the ear. This step is
especially important. You should
pull up and away on the top of your
ear with the opposite hand so the
earplug can slide in easily.
3. Hold the earplug after inserting it.
Roll
Pull
Hold
Your test results are valuable — don’t lose them!
• Keep a copy of your audiogram in a safe place.
• Give a copy to your primary care doctor.
• Give a copy to the administrator of your hearing conservation program.
To receive NIOSH documents or for more information about occupational safety and health topics, contact:
1-800-CDC-INFO (1-800-232-4636) • 1-888-232-6348 (TTY)
e-mail: cdcinfo@cdc.gov
or visit the NIOSH Web site at www.cdc.gov/niosh
DEPARTMENT OF HEALTH AND HUMAN SERVICES
Centers for Disease Control and Prevention
National Institute for Occupational Safety and Health
safer ∙ healthier ∙ people
DHHS (NIOSH) Publication Number 2008-102
NATA Safety 1st eToolkit
CONTINUING EDUCATION
General Education Offerings
Accident Prevention via Human Factors Training
Oct 21, 2008 in San Diego, CA
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1582
De/Anti-Icing Seminar
September 4, 2008 in Boise, ID
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1661
De/Anti-Icing Seminar
September 16, 2008 in Cleveland, OH
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1701
Fuel and Hazardous Materials Safety Workshop
August 21-22, 2008 in Reno, NV
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1801
How to Build a More Successful FBO
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1545
Line Service Supervisor Training Seminar
November 5-6, 2008 in Denver, CO
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1546
2008 Schedules: Aviation Safety and Security
Offerings
Embry-Riddle Aeronautical University's Center for
Aerospace Safety/Security Education (CASE)
Details online:
http://www.avsaf.org/programs_events.html
Southern California Safety Institute
Website: http://www.scsi-inc.com/
The GW Aviation Institute
Aviation Safety and Security Certificate Program
http://www2.gwu.edu/~aviation/safetyandsecurity/ss_courses.
html
Oct 24-25, 2008 onboard the Carnival Sensation Cruise
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1682
Transportation Safety Institute
Details online:
http://www.tsi.dot.gov/Catalog/Default.aspx?value=DTI-20
Line Service Supervisor Training Seminar
University of Southern California
Aviation Safety and Security Program
Details online: http://vitserbi.usc.edu/aviation/
June 25-26, 2008 in Reno, NV
Additional Details & Registration Online:
http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1544
Line Service Supervisor Training Seminar
September 17-18, 2008 in Windsor Locks, CT
The National Air Transportation Association (NATA), The Voice of Aviation Business, is committed to raising the
standard on ground safety. NATA began with the Safety 1st Professional Line Service Training (PLST) Program in
2000 and expanded with the adoption and implementation of the NATA Safety 1st Management System (SMS) for
Ground Operations in 2004. The eToolkit provides continuing education in support of the PLST and SMS
programs.
Subscribe to NATA Safety 1st eToolkit. If you are not currently a subscriber to NATA Safety 1st eToolkit and
would like to receive it on a regular basis, please email akoranda@nata.aero. The NATA Safety 1st eToolkit is
distributed free of charge to NATA member companies and NATA Safety 1st participants.
NATA Safety 1st eToolkit – – Issue 44 – July/August, 2008
Page 13
Aboard the Carnival Sensation
October 23 – 26, 2008
Register Now –Space is Limited!
How To Build A More Successful FBO
Registration Form
The National Air Transportation Association is hosting this exciting new seminar onboard a relaxing voyage to the Bahamas. Be sure to register early for the educational experience of a lifetime and cruise past your competition.
The Seminar will include optional sessions on Friday and Saturday for ease of personal scheduling. Take time between sessions on Saturday to explore the stretches of perfect white‐sand beaches, gracefully swaying coconut palms, and warm and crystal‐clear waters of Nassau/Paradise Island. Nassau’s history is as rich as its landscape. The island has served as headquarters for pirates, blockade‐runners, and rum‐runners. Its rich cultural heritage blends three centuries of British rule with African and Caribbean traditions.
Register by July 15, 2008 and receive a $50 voucher toward any NATA Publication and entry to win $995 Bose®
Aviation Headset X™. Registration cut‐off is August 15, 2008.
(Please use one registration sheet for each cabin being reserved)
Seminar Registration Early Bird (by June 15, 2008)
___# of Members ($615)
___# of Non‐Members ($715)
Regular Registration
___# of Members ($650)
___# of Non‐Members ($775)
Total Seminar Registration:
$______________
Cruise Registration: Double Occupancy required:
Ocean View (Category 6A) cabin (1st & 2nd guest @$340 each) _____Room @ $680
$_______
Balcony Suite (Category 11) (1st & 2nd guest @$640 each)
_____Room @$1280
$_______
3rd & 4th in same room $260 each (category 6A or 11) #____@$260
$_______
Ocean View cabin for 1 person (very limited quantities available)
(If you would like to be put on a list to share a room with another
attendee, please contact Linda Pylant at the phone number below)
_____Room @$585
$_______
Total Cruise Registration:
Total Due:
$_______________
$_______________
The all‐inclusive price of the cruise includes your room, entertainment, all meals, taxes, port fees, transportation to and from Orlando Airport, and room service. Airfare, soda and alcoholic beverages, and tips are not included in the price. Each cabin will receive $50 to spend on your onboard purchases. There will be an optional formal dinner on Friday evening.
For questions or assistance registering, please contact Linda Pylant at (800) 808‐6282 ext. 112 or (703) 575‐2047 or by email at lpylant@nata.aero. For further details please visit the NATA How to Build a More Successful FBO website at www.nata.aero/fbosuccess/home.html. Please fill in registration and payment information on 2nd page
How To Build A More Successful FBO – October 23‐26, 2008 – Carnival Sensation
Guest 1
Guest 2
Seminar Registrant ____Yes _____No
Seminar Registrant ____Yes ____No
Full name:_________________________________
Full name:_________________________________
Company:__________________________________
Company:__________________________________
Company Phone #:___________________________ Company Phone #:___________________________ Badge name:__________________ M/F_________
Badge name:__________________ M/F_________
Home Address:______________________________
Home Address:______________________________
City, State Zip:_______________________________
City, State Zip:_______________________________
Date of Birth:______________ US Citizen:________
Date of Birth:____________ US Citizen:___________
Emergency Contact:___________________________
Emergency Contact:___________________________
Emergency Contact Phone:_____________________
Emergency Contact Phone:_____________________
Will you be flying to Orlando? _________________
Will you be flying to Orlando? _________________
If so, from what airport: _______________________
If so, from what airport: _______________________
Proof of Citizenship: __________________________
Proof of Citizenship:___________________________
(i.e. Passport, certified birth record & Driver’s License) (i.e. Passport, certified birth record & Driver’s License)
Guest 3 (If staying in same cabin)
Guest 4 (If staying in same cabin)
Seminar Registrant ____Yes ____No
Seminar Registrant ____Yes ____No
Full name:_________________________________
Full name:_________________________________
Company:__________________________________
Company:__________________________________
Company Phone #:___________________________ Company Phone #:___________________________ Badge name:__________________ M/F_________
Badge name:__________________ M/F_________
Home Address:______________________________
Home Address:______________________________
City, State Zip:_______________________________
City, State Zip:_______________________________
Date of Birth:______________ US Citizen:________
Date of Birth:____________ US Citizen:___________
Emergency Contact:___________________________
Emergency Contact:___________________________
Emergency Contact Phone:_____________________
Emergency Contact Phone:_____________________
Will you be flying to Orlando? _________________
Will you be flying to Orlando? _________________
If so, from what airport: _______________________
If so, from what airport: _______________________
Proof of Citizenship: __________________________
Proof of Citizenship:___________________________
(i.e. Passport, certified birth record & Driver’s License) (i.e. Passport, certified birth record & Driver’s License)
VISA MasterCard AMEX My check is enclosed: Check #: __________Amount:______________
Card Number: ________________________________________________ Exp. Date: ____________
Name on card: _____________________________________________________________________
Signature: _________________________________________________________________________
Send completed form to: NATA, 4226 King Street, Alexandria, VA 22302, or fax to (703) 845‐0396
PARTICIPATION AGREEMENT
NATA Safety 1st Management
SYSTEM (SMS) FOR GROUND OPERATIONS
Yes, we want to sign up for the NATA SMS for Ground Operations! We understand
the following will be included in the price of our participation in the SMS:
I SMS Guide
I SMS Webcast Tutorials
I SMS Consultation by Telephone or email
I SMS Secure, Online Event Reporting Form
I SMS Monthly Online Newsletter
I SMS Root Cause Analysis
Contact Information (please print legibly)
CEO/Owner
Email
Safety Coordinator
Email
Company
Street Address
City
State
Phone
Fax
Zip
Email
Pricing
tions. Please note that we will correspond with one Safety Coordinator per company and will require additional company
information once established in the program. Please check appropriate box below.
$600 for NATA Safety 1st participants / NATA Members with 0-50 employees
$1,200 for NATA Safety 1st participants / NATA Members with 51-150 employees
$1,800 for NATA Safety 1st participants / NATA Members with more than 150 employees
Non-NATA Members please call for pricing. If you are currently an Air Operatons SMS participant, you are eligible for a
25% discount on the Ground Operations SMS.
Payment
Check enclosed (Please make payable to Aviation Training Institute, LLC.)
Please charge my
MasterCard
Visa American Express
Credit card number _________________________________________________________ Expiration _____________________
Signature__________________________________________________Name on card___________________________________
Fax to (703) 845-8176 or mail to NATA Safety 1st SMS, 4226 King Street, Alexandria, VA 22302
Agreement
I understand as CEO/Manager of this facility, safety is a core value. As such, the authority and responsibility to
implement this program is placed with me. I will provide the resources necessary to ensure the safety of our customers,
their equipment, our employees and the environment in our daily operations.
Signed this date___________________________CEO/Owner Signature______________________________________________
4226 King Street / Alexandria, VA 22302 / (703) 845-9000 / Fax: (703) 845-0396