3.
An FDM programme will allow an operator to:
3.1 Identify areas of operational risk and quantify current safety margins.
3.2 Identify and quantify operational risks by highlighting when non-standard, unusual or unsafe circumstances occur.
3.3 Use the FDM information on the frequency of occurrence, combined with an estimation of the level of severity, to assess the safety risks and to determine which may become unacceptable if the discovered trend continues.
3.4 Put in place appropriate procedures for remedial action once an unacceptable risk, either actually present or predicted by trending, has been identified.
3.5
Confirm the effectiveness of any remedial action by continued monitoring.
4.
Flight Data Monitoring Analysis Techniques:
4.1 Exceedence Detection: This looks for deviations from flight manual limits, and standard operating procedures. A set of core events should be selected to cover the main areas of interest to the operator. A sample list is in the Appendix. The event detection limits should be continuously reviewed to reflect the operator’s current operating procedures.
4.2 All Flights Measurement: A system that defines what is normal practice. This may be accomplished by retaining various snapshots of information from each flight.
4.3
Statistics: A series of measures collected to support the analysis process. These would be expected to include the numbers of flights flown and analysed, aircraft and sector details sufficient to generate rate and trend information.
5.
Flight Data Monitoring Analysis, Assessment and Process Control Tools: The effective assessment of information obtained from digital flight data is dependant on the provision of appropriate information technology tool sets. A program suite may include: Annotated data trace displays, engineering unit listings, visualisation for the most significant incidents, access to interpretative material, links to other safety information, and statistical presentations.
6.
Education and Publication: Sharing safety information is a fundamental principle of aviation safety in helping to reduce accident rates The operator should pass on the lessons learnt to all relevant personnel and, where appropriate, industry. Similar media to air safety systems may be used. These may include: Newsletters, flight safety magazines,
REGULATORY REQUIREMENTS
highlighting examples in training and simulator exercises, periodic reports to industry and the regulatory authority.
7.
Accident and incident data requirements specified in JAR-OPS 1.160 take precedence over the requirements of an FDM programme. In these cases the FDR data should be retained as part of the investigation data and may fall outside the de-identification agreements.
8.
Every crew member has a responsibility to report events described in JAR-OPS 1.085(b) using the company occurrence reporting scheme detailed in JAR-OPS 1.037(a)(2). Mandatory Occurrence Reporting is a requirement under JAR-OPS 1.420. Significant risk-bearing incidents detected by FDM will therefore normally be the subject of mandatory occurrence reporting by the crew. If this is not the case then they should submit a retrospective report that will be included under the normal accident prevention and flight safety process without prejudice.
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