曝光台 注意防骗
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a) a person is fatally or seriously injured as a result of:
––being in the aircraft, or
––direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or
––direct exposure to jet blast or rotor downwash, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or
b) the aircraft sustains damage or structural failure which:
––adversely affects the structural strength, performance or flight characteristics of the air-craft, and
––would normally require major repair or replacement of the affected component,
except for engine failure or damage, when the damage is limited to a single engine, (includ-ing its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tyres, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike (including holes in the radome); or
c) the aircraft is missing or is completely inaccessible.
Because the ICAO definition is aimed primarily at fixed wing flights terminating on land, the fol-lowing is added for clarity over the particular area of ditching or water landing. Where the aircraft intentionally or unintentionally ditches or lands on water as the result of a mechanical/system fail-ure or aircrew error, and the aircraft cannot regain flight or is not subsequently recovered without sustaining the damage detailed in b) above, it will be considered an accident for the purposes of the OGP aviation safety statistics.
For example, a ditching that resulted in a subsequent, but not necessarily immediate, rollover and/or sinking and major repair due to water damage, would be considered an accident for OGP statis-tics. A ditching where the aircraft remains upright on its floats and is recovered with only minimal damage, including the damage due to water ingress, would not be considered an accident, unless para a) applied.
3.6. Quality assurance
OGP Members should require Aircraft operators to develop, document and implement a qual-ity assurance system (or process) modelled to provide confidence that the risk controls specified through regulation, company operating procedures and the risk management process are effective within all flight operations, ground operations and maintenance activities.
This should include:
. An internal evaluation/audit programme encompassing all safety and quality critical activities within flight operations, ground operations and maintenance.
. Auditing of processes, procedures, documentation, training and records.
. Audit activities should be scheduled and conducted at planned intervals to establish conform-ity with regulatory and management system requirements. Results of previous audits, including implementation and effectiveness of corrective action, should be included within the scope of the programme.
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飞机管理指导方针 Aircraft management guidelines(18)
