Meta: reducir los accidentes de la aviaci n general

1. Programas de la Administración Federal de Aviación de Estados Unidos (FAA), la Dirección General de Aeronáutica Civil de México (DGAC) y el Ministerio de Transportes de Canadá (TC) para reducir los accidentes de la aviación general Cartagena, Colombia 26 y 27 de mayo de 2005

2. Meta: reducir los accidentes de la aviación general Esfuerzos de la Trinacional para reducir los accidentes de la aviación general (selección de extractos de presentaciones hechas en Ixtapa, México (enero de 2005) 1- Iniciativas de la FAA 2- Iniciativas de la DGAC 3- Iniciativas de TC Safety improvement programs for the general aviation sector in Canada are founded on several important operating principles set out in the Civil Aviation Program Charter. Among these are: Promoting a shared commitment with the aviation community to enhancing aviation safety in Canada and internationally; Using risk management techniques and policies in our decision-making; Delegating authority to responsible persons and organizations; Maintaining open communications and sharing information; Consulting early and throughout the rule-making process; and Creating an environment that fosters continuous improvement.Safety improvement programs for the general aviation sector in Canada are founded on several important operating principles set out in the Civil Aviation Program Charter. Among these are: Promoting a shared commitment with the aviation community to enhancing aviation safety in Canada and internationally; Using risk management techniques and policies in our decision-making; Delegating authority to responsible persons and organizations; Maintaining open communications and sharing information; Consulting early and throughout the rule-making process; and Creating an environment that fosters continuous improvement.

3. Iniciativas de la FAA para reducir accidentes de la aviación general Selección de extractos

4. Análisis de accidentes ocurridos en el Golfo de México Análisis de la FAA y la industria Meta – Reducir el número de accidentes de helicóptero ocurridos mar adentro en el Golfo de México Análisis – 1999-2004 Objetivo -- determinar las causas profundas y la conducta que produjeron un accidente mar adentro Categorías de comportamientos Errores por descuido Actos imprudentes Actos intencionales Indeterminados Cualificación

5. Análisis de accidentes en el Golfo de México

6. Programas especiales de la aviación general

7. FAA/Normas de capacitación de la industria (FITS) FITS es un programa de capacitación basado en escenarios, elaborado por la FAA, la industria y profesores universitarios, con el objeto de ayudar a los pilotos de pequeños aviones avanzados de “puestos de pilotaje de cristal” a dominar sistemas automatizados y a detectar y mitigar riesgos operacionales. Implementación de recomendaciones de seguridad mediante la creación de normas de capacitación de la FAA y la industria Plan de capacitación modelo para la transición a aeronaves técnicamente avanzadas (TAA)

8. Base de datos de seguridad directa Base de datos en Internet para ayudar a los pilotos e instructores de vuelo a obtener información sobre la aviación general Publicaciones y productos sobre seguridad Normas de seguridad Normas técnicas “Clínicas” y seminarios de seguridad

10. Difusión automática de información de tráfico y vuelo a pequeñas aeronaves Sistema de vigilancia que difunde continuamente información a todas las pequeñas aeronaves e instalaciones de control de tráfico aéreo (ADS-B y FIS-B) Objetivo – mejorar la conciencia de los pilotos acerca de las situaciones y dar a los controladores un panorama más completo del tráfico Información sobre tráfico aéreo – (ADS-B) Visualización de las condiciones meteorológicas para aeronaves de la aviación general (FIS-B) Radar NEXRAD en tiempo real, informes y pronósticos meteorológicos, alertas de cizallamiento del viento, SIGMETS y AIRMETS Restricciones temporarias de vuelo, NOTAMS

11. Iniciativas de la DGAC Mexico para reducir accidentes de la aviación general Selección de extractos

12. PRINCIPALES CAUSAS ACCIDENTESAVIACIÓN GENERAL MEXICANA

33. Iniciativas de Transport Canada para reducir accidentes de la aviación general Selección de extractos

34. Principios operativos Fomentar un compromiso común con la seguridad Utilizar la gestión de riesgos en la toma de decisiones Delegar autoridad a las partes responsables Facilitar la comunicación abierta y el intercambio de información Celebrar consultas durante el establecimiento de reglas Promover mejoras continuas Safety improvement programs for the general aviation sector in Canada are founded on several important operating principles set out in the Civil Aviation Program Charter. Among these are: Promoting a shared commitment with the aviation community to enhancing aviation safety in Canada and internationally; Using risk management techniques and policies in our decision-making; Delegating authority to responsible persons and organizations; Maintaining open communications and sharing information; Consulting early and throughout the rule-making process; and Creating an environment that fosters continuous improvement.Safety improvement programs for the general aviation sector in Canada are founded on several important operating principles set out in the Civil Aviation Program Charter. Among these are: Promoting a shared commitment with the aviation community to enhancing aviation safety in Canada and internationally; Using risk management techniques and policies in our decision-making; Delegating authority to responsible persons and organizations; Maintaining open communications and sharing information; Consulting early and throughout the rule-making process; and Creating an environment that fosters continuous improvement.

35. Programas estratégicos de seguridad (permanentes) Instrucción de vuelo Cursos integrados de formación de pilotos Programa de pruebas en vuelo Certificación de escuelas de vuelo Competencias de instructores de vuelo

36. Programas estratégicos de seguridad (continuación) Aviación recreativa Reglamentación de aviones ultraligeros Aviones ultraligeros avanzados Nueva habilitación de transporte de pasajeros para el permiso de piloto de aviones ultraligeros

37. Programas estratégicos de seguridad (continuación) Seguridad de los espectáculos aéreos Conjunto común de reglas de seguridad Concertación con la industria Seguridad de las aeronaves no tripuladas Certificado de explotación Consideraciones relativas a la seguridad Armonización

38. Iniciativas de seguridad dirigidas Estudio sobre la seguridad de los aviones ultraligeros Evaluación de los riesgos de las operaciones de aviones ultraligeros Programas de seguridad de la aviación recreativa

39. Iniciativas de seguridad de la aviación civil Utilización de la evaluación de riesgos en la toma de decisiones Introducción de sistemas de gestión de la seguridad

40. Pruebas en vuelo La mayor parte de los accidentes son provocados por errores relacionados con la pericia Nuevas normas para pruebas en vuelo en 2005 Mejora de las definiciones de las tareas, criterios de rendimiento Nueva escala de puntuación (1 – 4) para medir la excelencia, en lugar de simplemente superar o no la prueba Escala común de puntuación para todas las pruebas en vuelo de pilotos

41. Certificación de escuelas de vuelo Todas las escuelas de vuelo para aviones / helicópteros necesitan certificado de explotación Los datos sobre las escuelas de vuelo se mantienen en el Sistema Nacional de Información sobre las Compañías de Aviación (NACIS) Auditorías periódicas Organizaciones de capacitación para las habilitaciones de tipo (TRTO)

42. Instructores La mayoría de los accidentes se producen por errores de pericia. Introducción de períodos de práctica para las primeras 100 horas de experiencia del instructor. Períodos de prácticas también para la transición a la Clase 1. Se necesitan mejoras en el control de las operaciones y la supervisión de los instructores. Los niveles de experiencia de los instructores son bajos; se necesita mayor orientación y dirección. Internship model will be introduced when the Class 4 instructor rating is eliminated. Likely in 2006.Internship model will be introduced when the Class 4 instructor rating is eliminated. Likely in 2006.

43. Primeras 100 horas de experiencia del instructor Sesiones de información sobre las prácticas Evaluación de las competencias del instructor Certificación del registro personal Examen de la capacitación del estudiante en prácticas Certificación de la finalización de las prácticas Mantenimiento de un registro Prácticas para instructores After obtaining a flight instructor rating, the first 100 hours of flight experience will be managed as an internship or apprenticeship. Training is done under the supervision of a more experienced instructor at a Class 1 or 2 level. The intern is briefed by the supervisor on the requirements of the internship. Competencies must be assessed and documented. These include competencies in (a) the planning, organization and presentation of ground school lessons, preparatory ground instruction, pre- flight briefings and post-flight de-briefings; (b) the accuracy and quality of the pilot training records of each of the Class 3 Flight Instructor Intern’s students; and (c) the intern’s flight instructional abilities by means of monitoring instructional flights, mutual flying or flight progress check. The instructor’s personal log will be certified by the supervisor stating that the intern is considered competent to authorize first solo flights, first solo cross-country flights and make flight test recommendations. The supervisor will (a) review and approve the intern’s proposed training plan for each student to ensure conformity with the Flight Training Manual and Flight Instructor Guide; (b) review the pilot training record for each student undergoing training by the intern at the time of each scheduled flight progress check; (c) conduct progress checks at specified intervals, which shall be at least once before the first solo flight, first solo cross-country, and once before the flight test for issue of the pilot licence; and (d) review, approve and countersign student pilot training records for each first solo flight and first solo cross-country flight authorized and for each flight test recommended by the intern. After obtaining a flight instructor rating, the first 100 hours of flight experience will be managed as an internship or apprenticeship. Training is done under the supervision of a more experienced instructor at a Class 1 or 2 level. The intern is briefed by the supervisor on the requirements of the internship. Competencies must be assessed and documented. These include competencies in (a) the planning, organization and presentation of ground school lessons, preparatory ground instruction, pre- flight briefings and post-flight de-briefings; (b) the accuracy and quality of the pilot training records of each of the Class 3 Flight Instructor Intern’s students; and (c) the intern’s flight instructional abilities by means of monitoring instructional flights, mutual flying or flight progress check. The instructor’s personal log will be certified by the supervisor stating that the intern is considered competent to authorize first solo flights, first solo cross-country flights and make flight test recommendations. The supervisor will (a) review and approve the intern’s proposed training plan for each student to ensure conformity with the Flight Training Manual and Flight Instructor Guide; (b) review the pilot training record for each student undergoing training by the intern at the time of each scheduled flight progress check; (c) conduct progress checks at specified intervals, which shall be at least once before the first solo flight, first solo cross-country, and once before the flight test for issue of the pilot licence; and (d) review, approve and countersign student pilot training records for each first solo flight and first solo cross-country flight authorized and for each flight test recommended by the intern.

44. Reglamentación de los aviones ultraligeros Evolución hacia reglamentos formales 1991 - Política relativa a los aviones ultraligeros y Política provisional relativa a los aviones ultraligeros avanzados 1996 - Estrategia de transición relativa a los aviones ultraligeros 2000 - Aprobación de la reglamentación Matrícula de aviones ultraligeros y otorgamiento de licencia de piloto The implementation of the Canadian Aviation Regulations in 1996 resulted in the regulatory references, authorizations and exemptions found in the 1991Ultra-light Aeroplane Policy and the Interim Policy for Advanced Ultra-light Aeroplanes to no longer be applicable. As a regulatory bridge to ensure owners and operators of basic and advanced ultra-light aeroplanes continued with the privileges afforded to them under the original policy, the Ultra-light Aeroplane Transition Strategy was published in October 1996. A new set of regulations were approved in 2000, and work is continuing to have the regulations incorporated into the CARs. Transport Canada has regulations in place to help ensure that ultra-light pilots have the basic knowledge, experience and skill required to safely operate ultra-light aeroplanes. Transport Canada requires that ultra-light pilots be trained and licensed, and that aircraft be registered. Pilots must also abide by all visual flight rules (VFR) including VFR weather minima. The implementation of the Canadian Aviation Regulations in 1996 resulted in the regulatory references, authorizations and exemptions found in the 1991Ultra-light Aeroplane Policy and the Interim Policy for Advanced Ultra-light Aeroplanes to no longer be applicable. As a regulatory bridge to ensure owners and operators of basic and advanced ultra-light aeroplanes continued with the privileges afforded to them under the original policy, the Ultra-light Aeroplane Transition Strategy was published in October 1996. A new set of regulations were approved in 2000, and work is continuing to have the regulations incorporated into the CARs. Transport Canada has regulations in place to help ensure that ultra-light pilots have the basic knowledge, experience and skill required to safely operate ultra-light aeroplanes. Transport Canada requires that ultra-light pilots be trained and licensed, and that aircraft be registered. Pilots must also abide by all visual flight rules (VFR) including VFR weather minima.

45. Aviones ultraligeros avanzados Se introdujo en 1991 para reflejar los progresos realizados en el diseño, construcción y rendimiento de los aviones. Los aviones deben cumplir con las normas de diseño establecidas por la industria. Los aviones pueden transportar un pasajero. The advanced ultra-light aeroplane program was introduced in 1991 to reflect the progress made in aeroplane design, construction and performance. Advanced ultra-light aeroplanes are required to meet Industry developed design standards; be maintained in accordance with a manufacturer’s maintenance program; and cannot be modified without the manufacturer’s approval. Transport Canada publishes a list of those aircraft models for which manufacturers have demonstrated that their maintenance and design standards for the aircrafts meet the requirements to be considered for registration as Advanced Ultra-light Aeroplanes. Advanced ultra-light aeroplanes are eligible to carry one passenger providing the pilot obtains a recreational pilot permit or higher. Advanced ultra-light aeroplanes are also restricted to two seats and a maximum stall speed of 39 knots (45 mph), but have a maximum takeoff weight of 560 kgs (1232 lbs.). (With basic ultra-light aeroplanes, there are no design, construction or maintenance standards for basic ultra-light aeroplanes. The aeroplane must not exceed a maximum takeoff weight of 544 kgs. (1200 lbs.), a maximum stall speed of 39 knots (45 mph) and contain a maximum of two seats.) Advanced ultra-light aeroplanes do not require a Transport Canada flight authority or certificate of airworthiness. . The advanced ultra-light aeroplane program was introduced in 1991 to reflect the progress made in aeroplane design, construction and performance. Advanced ultra-light aeroplanes are required to meet Industry developed design standards; be maintained in accordance with a manufacturer’s maintenance program; and cannot be modified without the manufacturer’s approval. Transport Canada publishes a list of those aircraft models for which manufacturers have demonstrated that their maintenance and design standards for the aircrafts meet the requirements to be considered for registration as Advanced Ultra-light Aeroplanes. Advanced ultra-light aeroplanes are eligible to carry one passenger providing the pilot obtains a recreational pilot permit or higher. Advanced ultra-light aeroplanes are also restricted to two seats and a maximum stall speed of 39 knots (45 mph), but have a maximum takeoff weight of 560 kgs (1232 lbs.). (With basic ultra-light aeroplanes, there are no design, construction or maintenance standards for basic ultra-light aeroplanes. The aeroplane must not exceed a maximum takeoff weight of 544 kgs. (1200 lbs.), a maximum stall speed of 39 knots (45 mph) and contain a maximum of two seats.) Advanced ultra-light aeroplanes do not require a Transport Canada flight authority or certificate of airworthiness. .

46. Aviones ultraligeros Los aviones ultraligeros representan el mayor grupo de aeronaves sin certificado de tipo que operan en Canadá. Los aviones ultraligeros han sido objeto de dos estudios detallados de accidentes, uno en 1999 y otro en 2004.

47. Implementación de las conclusiones del estudio de 1999 La mayoría de los accidentes se deben a errores de manipulación. Medidas adoptadas para responder a este factor de accidentes: aumento a 20 horas de las exigencias de instrucción en tierra; los temas abordados en las escuelas de instrucción en tierra son más coherentes con los requisitos exigidos para otras licencias de piloto; introducción de una prueba en vuelo para los instructores de vuelo; nueva posibilidad de impartir la instrucción en aviones ultraligeros; programas de seguridad proactivos. In order to address this accident factor associated with approximately 2/3 of the ultra-light aeroplane accidents, measures have been taken to improve the calibre of training provided to ultra-light aeroplane pilots, namely: Increasing Ground School requirements for ultra-light aeroplane pilots to a minimum of 20 hours from the presently unspecified number of hours; Specifying ground school subjects to be more consistent with the requirements for other pilot licences; Introducing a flight test to measure pilot skills for ultra-light aeroplane flight instructors; Clearly specifying the pilot skills required for ultra-light pilots to qualify to carry a passenger Making it possible for the advanced training required for ultra-light pilots to carry a passenger to be completed in ultra-light aeroplanes (rather than continue to require the training to take place in aircraft with, at times, markedly different handling characteristics). Pro-active safety programs.In order to address this accident factor associated with approximately 2/3 of the ultra-light aeroplane accidents, measures have been taken to improve the calibre of training provided to ultra-light aeroplane pilots, namely: Increasing Ground School requirements for ultra-light aeroplane pilots to a minimum of 20 hours from the presently unspecified number of hours; Specifying ground school subjects to be more consistent with the requirements for other pilot licences; Introducing a flight test to measure pilot skills for ultra-light aeroplane flight instructors; Clearly specifying the pilot skills required for ultra-light pilots to qualify to carry a passenger Making it possible for the advanced training required for ultra-light pilots to carry a passenger to be completed in ultra-light aeroplanes (rather than continue to require the training to take place in aircraft with, at times, markedly different handling characteristics). Pro-active safety programs.

48. Accidentes de aviones ultraligeros

49. Opciones recomendadas de la evaluación de riesgos de los ultraligeros Opción 1: Fortalecer las medidas reglamentarias Opción 2: Aumentar la delegación de responsabilidades y la participación en la rendición de cuentas con la comunidad de ultraligeros Opción 3: Elaborar un programa estructurado de educación y promoción de la seguridad Opción 4: Status quo During the Risk Assessment exercise, the above options were considered and assessed against these criteria: Protection of life, health, the environment and property Promoting stakeholder satisfaction and the principles of shared commitment and partnership with the aviation community Promotion of efficient use of Transport Canada’s human and financial resources Consistency with the approach used for the safety oversight of other aviation segments Promotion of public confidence in the safety and security of our transportation system Promotion of economic efficiency, accessibility and sustainability of the national transportation system. The risk assessment team recognised that a programme (in place to varying degrees in regions across Canada since 1996) can be linked to reduction in the accident rate. The programme involved: Inspection and monitoring of ultra-light activities Safety promotion and education Working through partnerships with the ultra-light community, especially leveraging flight instructorsDuring the Risk Assessment exercise, the above options were considered and assessed against these criteria: Protection of life, health, the environment and property Promoting stakeholder satisfaction and the principles of shared commitment and partnership with the aviation community Promotion of efficient use of Transport Canada’s human and financial resources Consistency with the approach used for the safety oversight of other aviation segments Promotion of public confidence in the safety and security of our transportation system Promotion of economic efficiency, accessibility and sustainability of the national transportation system. The risk assessment team recognised that a programme (in place to varying degrees in regions across Canada since 1996) can be linked to reduction in the accident rate. The programme involved: Inspection and monitoring of ultra-light activities Safety promotion and education Working through partnerships with the ultra-light community, especially leveraging flight instructors

50. Decisión tomada tras el estudio de evaluación de riesgos de los ultraligeros Una combinación de las opciones 2 y 3 ofrecerá la mejor respuesta a los problemas. Estudiar la posibilidad de una mayor delegación de responsabilidades con la industria Fortalecer la capacidad de la industria para orientar y educar Elaborar e implementar programas orientados de educación y capacitación Increased Delegation/Shared Accountability A regulatory regime needs to be established, for the safety oversight of recreational aviation, that recognizes and accepts (where possible) industry-developed and administered programs for improving safety. Long-term dividends could be considerable if various organizations of Canada’s recreational aviation community are able to move into this regime. Partnering with recreational aviation organizations to develop and deliver safety awareness and educational programs: - Rust Remover sessions - Recurrent Training programs - Instructor Refresher courses Safety promotion and Educational programs Development of air and ground syllabi to support training for ultra-light aeroplanes. Increased Delegation/Shared Accountability A regulatory regime needs to be established, for the safety oversight of recreational aviation, that recognizes and accepts (where possible) industry-developed and administered programs for improving safety. Long-term dividends could be considerable if various organizations of Canada’s recreational aviation community are able to move into this regime. Partnering with recreational aviation organizations to develop and deliver safety awareness and educational programs: - Rust Remover sessions - Recurrent Training programs - Instructor Refresher courses Safety promotion and Educational programs Development of air and ground syllabi to support training for ultra-light aeroplanes.

51. Iniciativas de la industria Manual de mejores prácticas para unidades de instrucción de vuelo – Asociación de Transporte Aéreo de Canadá análisis de accidentes/incidentes con evaluación de riesgos Sesión de reciclaje – Asociación de Pilotos y Propietarios Canadienses

52. Gestión de riesgos Capacitación de todos los inspectores en gestión de riesgos Utilización de evaluaciones de riesgos para: Cambios reglamentarios Exenciones de las exigencias reglamentarias Requisitos de explotación para Operaciones Aéreas Especializadas Elaboración de directrices políticas y funcionales Transport Canada has committed to using a data driven approach to its decision making activities. This approach relies heavily on Risk Management principles, and Transport Canada has developed a Risk Management procedure that is based on the Canadian Standards Association Q850 program and that is specially tailored to the aviation environment. We are committed to the application of this Risk Management process when considering changes to regulatory requirements and in situations where exemptions to certain regulatory requirements are appropriate. Special Flight Operations are a group of aviation activities including air shows, aerobatic competitions, unmanned air vehicles and other similar activities. Risk Management procedures are used to identify the operating requirements, conditions, restrictions and opportunities that become part of the Operating Certificates required for these activities.Transport Canada has committed to using a data driven approach to its decision making activities. This approach relies heavily on Risk Management principles, and Transport Canada has developed a Risk Management procedure that is based on the Canadian Standards Association Q850 program and that is specially tailored to the aviation environment. We are committed to the application of this Risk Management process when considering changes to regulatory requirements and in situations where exemptions to certain regulatory requirements are appropriate. Special Flight Operations are a group of aviation activities including air shows, aerobatic competitions, unmanned air vehicles and other similar activities. Risk Management procedures are used to identify the operating requirements, conditions, restrictions and opportunities that become part of the Operating Certificates required for these activities.

53. Sistemas de gestión de la seguridad (SGS) Guía de SGS Juego de herramientas de SGS

54. ¿PREGUNTAS?