1.6.5 Post Operational activity
The safety assurance documentation should be retained for the life of any part of the system to which it relates. Subsequent changes can then be assessed against the safety, operational, legislative and functional requirements which were originally identified.
1.6.6 Safety Assurance Documentation presentation guidance
1.6.6.1 The Documentation should be uniquely identifiable.
1.6.6.2 A system that defines the status of the document should be implemented. This can usually be achieved by a version numbering scheme. It is important that the document clearly indicates whether it is in draft form or has been accepted by the CAA and should provide a point of contact able to confirm the validity of the version number.
2 Hazard Identification, Risk Assessment and the production of Safety Assurance Documentation or Safety Cases
2.1 The Common Requirements and ESARR 4 require that the risks associated with hazards in the ATM system are systematically and formally identified, assessed and managed within safety levels, which, as a minimum, meet any that may be required by the CAA or European Regulations.
2.2 The UK is currently engaged in deriving acceptable means of compliance with the Common Requirements and ESARR 4, which will be published when available. In the meantime, guidance on risk assessment and mitigation is provided in CAP 760, Guidance on the conduct of Hazard Identification, Risk Assessment and the Production of Safety Cases for Aerodrome Operators and Air Traffic Service Providers. As the CAA develops acceptable means of compliance, these will be published as either separate guidance or as addendums to CAP 760.
2.3 In assessing risks, adequate attention must be made to Human Factors. This is referenced in CAP 760 and the link below provides a list of useful ICAO documents, including Doc 9758 Human Factors Guidelines for Air Traffic Management (ATM) Systems.
http://www.icao.int/anb/humanfactors/Documents.html
APP 02 Maintenance Arrangements
1 Introduction
1.1 Under the terms of Article 169 (1) of the Air Navigation Order 2009 (as amended), an Air Traffic Control Service is required to have CAA approval which includes consideration of maintenance and other arrangements as specified in Article 169 (2). Approval processes shall comply with Certification and Designation processes in accordance with SES requirements.
1.2 From 21 June 2007, it will not be legal under the Single European Sky (SES) Regulations for Air Navigation Service providers (ANSPs) providing air traffic control or flight information services to operate without a Safety Management System. The SES Regulations also apply in this regard to Air-Ground units operating navigational aids such as Non-Directional Beacons (NDBs). Hence, maintenance arrangements will normally be considered as part of the SMS acceptance or approval. The relevant Engineering Inspector will give guidance on the approval of maintenance arrangements applicable to a specific unit.
2 Safety Objective
That equipment maintenance arrangements are adequately safe to ensure ATM facilities remain fit for purpose (1685).
3 Acceptable means of compliance
3.1 The ATS Provider should detail the maintenance arrangements employed at the ATS facility (1686).
3.2 Acceptance of the detail will facilitate Approval (normally as part of the SMS) of the maintenance arrangements.
3.3 As mentioned in the paragraphs above, the detail will normally be presented as part of the SMS, any approval being included in the ATS Unit approval or as an Exposition leading to the granting of a dedicated approval certificate, as determined by the appropriate Regional Inspector ATS (Engineering).
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本文链接地址：CAP 670 Air Traffic Services Safety Requirements 1(49)
