Safety Newsletter
March 2011
VOLUME 3
From The Flightdeck
NUMBER 1
John Walter Chief Pilot
We carry a tremendous responsibility as pilots of passenger-carrying jet
aircraft: peoples’ lives are literally in our hands. Many details must be
considered and quality decisions must be made as we routinely deliver
our prized passengers anywhere and everywhere around the globe.
In support of our primary objective; safe passenger travel; the FAA came
out with an acronym for pilots to consider before signing on for duty. The
acronym the FAA asks us to consider prior to a flight, is the IM SAFE
acronym. Each letter represents a critical area that should be given
consideration before undertaking a flight.
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I = Illness I = Illness Am I suffering from any illness which would make
me unsafe for duty?
M = Medication M = Medication Am I under the influence of any
medication which is not approved or would make me unfit to fly.
S = Stress S = Stress Am I experiencing any undue stress that I cannot
manage which would make me unsafe?
A = Alcohol A = Alcohol Am I under the influence of any affects of
alcohol that I have consumed within the previous 12 hours (a company
policy)?
F = Fatigue F = Fatigue Am I too tired to properly undertake my duties?
E = Eating E = Eating Have I properly nourished my body and brain so
that I may make quality decisions and safely perform my duties during
my flight?
O
Well --- I would like to propose my own IM SAFE acronym.
My I = Intelligence. My I = Intelligence. Have I prepared myself with all
the knowledge and wisdom to undertake this particular flight? Do I fully
understand the limitations of my aircraft and the parameters of its’
design and performance and how they will affect my flight?
My M = Mood. My M = Mood. Have I brought myself to work in the
proper frame of mind to work efficiently and effectively with others, or
will my mood negatively impact my work environment?
My S = Sleep. My S = Sleep. Have I considered my sleep cycle and
circadian rhythm in preparing for a flight of this magnitude? How about
the question, “how will I manage the acute fatigue or chronic fatigue I
might experience during this flight, prior to this flight or in preparation for
the next leg of this trip?
My A = Anxiety/Anger Am I able to manage the responsibility I have to
others and their demands or will I allow those to effect my decision(1)
Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
making? And, if I am experiencing strong emotions, such as anger, will I
be able to manage my emotions while working with fellow crewmembers in a demanding situation?
My F = Food Have I prepared myself and provisioned properly to be
most alert for take-off and landing? Have I avoided foods that
negatively affect me? Do I have proper snacking foods to nourish me
until I can have a proper meal?
My E = Environment In preparation for a flight, have I considered the
magnitude of environmental factors which might affect the safe
outcome of my flight? Ice or snow: do they have proper deicing
equipment where I am going or departing from if necessary? Will the
level of available equipment affect my preparation time or duty day?
Contaminated runways, Snow Bank heights along taxiways or runways:
do they have proper snow removal equipment that might affect my
aircraft if persistent snow or ice is encountered? ++Heavy Crosswinds,
Coastal Fog: is there any local weather phenomenon which is difficult to
forecast that might negatively impact my flight?
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O
Our job is one that requires much forethought and appropriate action;
with much to consider! To do this job well, I believe you must be at least
one in one thousand. That sets you apart from the crowded world of
people who hold ATP’s. All people who fly airplanes are not cut out to
be professional aviators at this level. It is your dedication to your
profession and your skills as highly functioning people that sets you apart
from others who hold a pilot’s license.
I was a young charter pilot years ago and was walking a family out to an
aircraft that I was flying. As the family was saying their good-bye’s, the
grandmother grabbed me by the arm. She looked me in the eye and
said, “now sonny—you remember that you have precious cargo onboard today.” I patted her hand and looked her in the eye and said,
“lady-- every day I fly, I have precious cargo on board!” So, whether it’s
just you or your valuable passengers, remember – every flight you have
precious cargo on board!
You must remember--- IM SAFE! to Be Safe!
Thanks guys and gals. Bring it home safely with a job well-done.
(2)
Safety Newsletter
March 2011
VOLUME 3
From : Larry Mueller
NUMBER 1
Operations Manager
Office Safety Guidelines
Many people assume that because they work in an office environment
they are not at risk from workplace hazards. However, office work has its
own risks to health and safety. These guidelines identify hazards in the
office and steps that you can take to reduce those risks.
Slips, Trips and Falls in the Office
1.
The majority of slips, trips and falls in the office occur without
injury or even comment. However, they can cause a sprained ankle or
wrist or even a major injury should someone fall against furniture or an
open file cabinet drawer.
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To protect yourself and your colleagues, check office carpets for raised
edges or wrinkles. Make sure that wires and cables are not stretched
across walkways; if they must, install rubber guides that house cables
and allow for foot traffic. Make sure that boxes and files are stored away
and not kept in passageways where people need to walk.
The Ergonomic Office
2.
Ergonomic hazards cause injury to the muscles, tendons and
bones over time. Poor posture and repetitive motion create most of
these problems. Poor posture is not just whether you slouch in your chair.
Your posture can be affected by the height of your desk and the
placement of your keyboard and monitor. Ergonomic office chairs can
help alleviate problems.
O
Have a trained analyst examine the office ergonomics at your place of
work. If that is not possible, ensure that your chair gives good support,
particularly in the lower back region. Sit up straight in the chair, then
position your keyboard and monitor so they are both at a comfortable
location for typing and viewing. To avoid eyestrain and repetitive injury,
take regular breaks from typing and watching the monitor; even just
looking around the office for a minute every 15 minutes or so can help.
Get up and go for a walk around the office or outside regularly as well.
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Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
Environmental Hazards in the Office
3. 3.
Many offices, particularly those in older buildings, suffer from
poor air quality. Heating and ventilation systems that are not regularly
maintained can reduce the air quality, resulting in headaches,
respiratory problems and, in the worst cases, diseases such as
Legionnaires' disease. Older buildings may be prone to mold on damp
walls, which can cause spores to be released into the air. New buildings
can have odors and fumes in the air for some time after walls are
painted or new carpets laid.
Be aware of your body. If you are getting regular headaches or you feel
uncomfortable while at work, the air quality could be poor. Ventilate
with open windows if you can to see if it helps to relieve the problem. If
you do suspect poor air quality, complain to your manager; it's your
health at risk.
Moving
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O
Safety is the main focus at Gama, so if you have any questions or
concerns make sure they are reported in a timely manner to your
manager. Also follow up to ensure proper follow through.
Regards,
Larry Mueller
(4)
Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
From : Kevin Wingo Manager of Customer & Cabin Service
What is food borne disease?
Consuming contaminated foods or beverages causes a food
borne disease. Many different disease-causing microbes, or pathogens,
can contaminate food, so there are many different food borne
infections. In addition, poisonous chemicals, or other harmful
substances can cause food borne diseases if they are present in food.
•n
Food allergies affect close to 4% of the general population or
approximately 11 million Americans.
•n
Milk, eggs, peanuts, tree nuts, fish, shellfish, soy, and wheat
account for 90% of all food-allergic reactions.
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•n
There is no cure for food allergy; strict avoidance of the allergycausing food is the key to preventing allergic reactions.
O
•n
The symptoms of food allergies range from mild discomfort to
severe, life-threatening reactions (anaphylaxis), which require
immediate medical treatment.
•n
The most frequent symptoms of food allergies are itching and/or
swelling of the mouth, hay fever, asthma, nettle rash, and upset
stomach.
With flying schedules ramping back up, our passengers will forget
to remind us of their food allergies and so we will need to refresh
ourselves of some of the dangers of food we are serving on the airplane.
Always ask your perspective catering company about what is in
the products they are making to ensure items ordered meet clients
needs and prevent a serious allergic reaction.
(5)
Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
From : Robert Zirpolo Director of Training
Fatigue is a threat to aviation safety because of the impairments in
alertness and performance it creates. “Fatigue” is defined as “a nonpathologic state resulting in a decreased ability to maintain function or
workload due to mental or physical stress.” The term used to describe a
range of experiences from sleepy, or tired, to exhausted. There are two
major physiological phenomena that have been demonstrated to
create fatigue: sleep loss and circadian rhythm disruption. Fatigue is a
normal response to many conditions common to flight operations
because of sleep loss, shift work, and long duty cycles. It has significant
physiological and performance consequences because it is essential
that all flight crewmembers remain alert and contribute to flight safety by
their actions, observations and communications. The only effective
treatment for fatigue is adequate sleep.
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In a National Transportation Safety Board (NTSB) safety study of US major
carrier accidents involving flight crew from 1978 to 1990, one finding
directly addressed the concern about fatigue. It stated: “Half the
captains for whom data were available had been awake for more than
12 hours prior to their accidents. Half the first officers had been awake for
more than 11 hours. Crews comprising captains and first officers whose
time since awake was above the median for their crew position made
more errors overall, and significantly more procedural and tactical
decision errors.
O
An example of fatigue as a probable cause of a US commercial aircraft
accident occurred on August 18th, 1993 in Guantanamo Bay, Cuba
involving a DC-8. Impact forces and post-accident fire destroyed the
airplane, and the three flight crewmembers sustained serious injuries.
When the sleep patterns of this flight crew were analyzed, it was found
that the entire flight crew suffered from cumulative sleep loss. They
worked under an extended period of continuous wakefulness, and slept
at times opposite to their normal circadian sleep patterns. The accident
occurred in the afternoon, at the time of their maximum physiological
sleepiness.
Scheduling of adequate crew rest needs to take several important
factors into consideration. These include time since awake, time on task,
type of tasks, extensions of normal duty periods, and cumulative duty
times -
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Safety Newsletter
March 2011
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The “time since awake” is the starting point for fatigue to build. This can
be prolonged prior to flying due to the effects of jet lag, early awakening
due to disturbances in the sleep environment, the extra time needed to
get up check out of a hotel and travel to the airport for flight check in,
and delays in getting started preflight procedures including for
mechanical problems or weather delays. “Time on task” is the time
required to preflight and fly. This is the time from check-in to block-in
plus fifteen minutes on the last flight of the day. The ”type of tasks”
depend on the crew position, type of aircraft, and the nature of the
flights. Extensions of normal duty periods can occur from events, which
prolong the flight longer than scheduled. Such events include delays for
en route weather, rerouting due to traffic or, more rarely, diversions.
Research on duty period duration suggests that duty periods greater
than twelve hours are associated with a higher risk of errors. In
determining maximum limits for extended duty periods, consideration
needs to be given to all factors which contribute to fatigue including the
numbers of legs in the day’s flight plan, whether jet lag is a factor in the
crew duty day, and the time since awake. “Cumulative duty times” are
most fatiguing when there are consecutive flying days with minimal or
near minimal crew rest periods. This can result in sleep debt, which
requires additional time to overcome.
O
There is considerable variability in individual sleep needs. Some
individuals do well with 6 hours sleep per night, yet others need 9 or 10
hours sleep. However, most adults require 8 hours of restful sleep to stay
out of sleep debt. With aging there is usually a significant decline in
habitual daily sleep due to increased nighttime awakenings. Therefore,
in older individuals decreased quality of nighttime sleep can result in
increased daytime fatigue, sleepiness, dozing and napping. Napping
seems to compensate for the loss of quality sleep during nighttime hours,
but the need for a mid-day nap may not be compatible with flight duty
demands on short haul flights. Research has demonstrated that preplanned cockpit rest has improved in-flight sustained attention and
psychomotor response speed. Some international airlines have created
policies allowing pilots to nap during long haul flights at times of low
workloads however this is not the case for corporate flying. That and the
fact that few corporate aircraft are set up for the ability for a pilot to
sustain a quality sleep environment and do not typically carry a crew of
more than two pilots.
There is a tremendous amount of information found on line in dealing
with pilot fatigue and circadian rhythms. The corporate pilot base is
aging and it is a testament to the professionalism, dedication and
training that corporate aviation has such a low incident/accident
occurrence.
(Reprinted from several sources)
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Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
From The Director of Safety:
Subject: Bird Strike,
Bird strikes can turn a routine flight into an emergency. On January 15,
2009, US Airways flight 1549 suffered multiple bird strikes on departure
from LaGuardia airport in New York City. The bird strikes resulted in the
loss of both engines. Fortunately, the pilot was able to maneuver the
disabled aircraft and land in the Hudson River. Everyone survived.
Earlier this year, a “routine” flight to Tern Island in the Pacific turned into
an emergency when the aircraft struck a Red-Footed Booby on landing.
These birds grow to a height of approximately 2 ½ feet and weigh over 2
pounds. Fortunately, no one was injured and the aircraft received only
minor damage.
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You probably know that any bird, no matter the size, has the potential to
cause damage to an aircraft. But, have you ever wondered which bird
has been identified as the most damaging to aircraft? The turkey vulture
is the most damaging, followed by Canadian geese and white pelicans;
which are all very large birds. Fortunately, only about 15% of all bird
strikes result in damage to the aircraft. The force of the impact generally
depends on the weight of the bird, the difference in velocity, and the
direction at impact. The force increases with velocity, which is why high
speed impacts with aircraft cause considerable damage.
O
Although the number of reported bird strikes is increasing each year,
about 80% still go unreported. More bird strikes occur during the day
(63%), than at night (27%) and twilight (10%). The vast majority of bird
strikes occur during takeoff / climb (35%) and approach / landing (50%).
Bird strike risk is greatest during the bird migration seasons in spring and
fall. More strikes occur during fall migrations because large flocks move
to wintering areas over a short period of time, whereas spring migrations
are slower and more irregular. In non-migratory periods, more than 90%
of reported bird strikes occur below
3000 ft AGL and 61% below 100 ft AGL.
There are four major migratory flyways: Atlantic (following the East
coast); Mississippi (following the Mississippi River from Canada); Central
(representing a broad area east of the Rockies, stretching from Canada
through Central America); and Pacific (following the west coast). The
Mississippi flyway contains the largest number of birds, followed by the
Pacific, Central, and Atlantic.
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Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
So how do you minimize or mitigate the risk associated with bird strikes?
Here are a few suggestions:
Before Takeoff:
• Listen carefully to the Automatic Terminal Information Service (ATIS)
and review the Notices to Airmen (NOTAMs) at your departure and
destination airports for “birds in the vicinity.”
•
• Ask airport / airfield managers to disperse any birds on or near the
runway.
•
• Discuss the emergency procedures to be followed in the event of a
bird strike, especially if windshield penetration results in pilot
incapacitation.
In Flight:
• If possible, avoid flights along rivers or shorelines.
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O
• Avoid low flight over bird havens such as sanctuaries and landfills.
• Remember that birds will generally break downward when threatened
so attempt to pass above them.
• Hovering birds, searching for prey, have even been known to attack
aircraft, so give them a wide berth.
•
• Maintain a slower speed in areas of bird activity. It will give you and
the birds greater reaction time.
•
• Use landing lights whenever possible to make your aircraft more visible
to birds.
•The Bird Strike Committee USA site:
http://www.birdstrike.org/commlink/links.htm
•
Alex Travia
Director of Safety
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Safety Newsletter
March 2011
VOLUME 3
NUMBER 1
(SMS) ASAP Safety Enhancement Report.
The Following were ASAP Report and Corrective Actions:
•Gama Flight plan Checklist .
Corrective Action: Enhancement to the flight plans both Gama US and
Gama UK are to complete a Flight Plan checklist Prior submitting to the
flight crew.
Process Management Quality
Objectives and Metrics
No. Of ‘Safety Investigations’ Quarter 1
-Workplace 0
-Hanger 1
-Ramp 0
- Towing 1
-Aircraft Accident/Incident 0
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Safety Event Logs (Close-outs) Quarter 1
Corrective Actions Closure Quarter 1
O
80%
100%
I will continue to update the ASAP program and Quarterly Objectives
and Metrics with these bullet points on a quarterly bases.
Alex Travia
Director of Safety
(10)